2004 Mitsubishi Lancer Reviews

The Lancer has been a steady and sturdy presence on the local market for many years; in that time it has gained a reputation for being a loyal and reliable friend, if not the most exciting one.

Japanese designed and built to a high quality, Mitsubishi Lancer is at the forefront in the reliability stakes, so has long been popular on the used-car scene in Australia.The Lancer began life as a small car, then gradually morphed into a medium model. From the new model launched in October 2007 it can be used as a family car if the kids aren’t yet into their hulking teenage years.Interior space is good in the front seats in all models. Rear seat headroom can be tight in the older hatches, but is generally fine in the sedans and wagons due to their extended rooflines.Lancer comes with a big variety of bodies: two-door coupes, three-door hatches, four-door sedans, five-door hatchbacks and five-door station wagons. Not all bodies were on offer at all times.Mirage shares most of its out-of-sight parts with Lancer, the name change is simply a marketing ployThree-door hatchbacks built prior to 1996 were called Lancers, but the name was changed to Mitsubishi Mirage with the introduction of the new model of that year.Mirage shares most of its out-of-sight parts with Lancer, the name change is simply a marketing ploy to try and create a new niche for the three-door. Imports of the Lancer-based Mirage ceased in 2004 although the name was reintroduced in 2013, this time in a small five-door hatchback.Ride comfort in the standard Lancers is generally good, though rough Australian backroads can sometimes knock them about. This improved with later models, but try for yourself if you do a lot of country driving.Engines are all four-cylinder units, with a big spread of capacities; 1.5, 1.8, 2.0 and finally 2.4 litres. The marketing strategy over the years saw the largest engine at any one time being first introduced in the upmarket models then gradually making its way down the line.The ultra-hot Lancer Ralliart and Lancer Evolution (Evo) models provide stunning performanceThe 2.4-litre powerplant has plenty of torque, giving the car excellent performance and safe overtaking, yet it doesn’t use a lot more fuel than the other powerplants.Manual gearboxes are all five-speed units. Automatic transmissions from 1996 had four-speeds. The auto with the 2.4-litre engine has tiptronic functions in case the driver wants to override the computer and get more revs out of the engine.If you do want real excitement, the ultra-hot Lancer Ralliart and Lancer Evolution (Evo) models provide stunning performance, but cost big bucks. However, the Lancer MR coupe of 1997 to 2004, while tamer than the Evo is still fun thanks to its firmer suspension and sharper steering.Spare parts and repair prices are about average for this class and the Australian Mitsubishi dealer network is widespread and efficient.The Lancer is relatively easy for the home mechanic to work on, with good underbonnet space and nothing particularly tricky in its layout.Insurance charges are about average for the class in all but the sportier variants. You may need to raise a big loan to cover an Evo if you’re under the age of 25.Though Mitsubishi has pulled out of local manufacture the company continues to operate as a major player here, now exclusively with imported cars. Lancer is at the vanguard of the new Mitsubishi Australia.If possible, start the engine when it is completely cold. It should fire up within a couple of seconds and idle smoothly and quietly straight away.If the engine puffs oily smoke from the exhaust under hard acceleration it may be due for an overhaul.A manual gearbox should be slick and easy to useFeel for an automatic transmission that is slow to engage gear or is inclined to change up and down unnecessarily.A manual gearbox should be slick and easy to use. If not there could be troubles - fast changes down from third to second usually show the problem first.Rust normally only gets into the body following poor quality panel repairs, but look over the lower areas of the body and the bottom corners of the doors, tailgate or bootlid just in case. Also look at the surrounds of the front and rear windscreens.Check for panel repairs by looking for ripples in the panels; paint that doesn’t match from one panel to another; and tiny spots of paint on glass, badges, body trim and so on.Don’t even think of buying until you've had a full professional inspectionDo a complete check of all interior surfaces, in particular the tops of the dashboard and the rear parcel shelf that may have drive out and cracked.Look for rips in the seats, excess wear in the carpets and for damage in the luggage area.

Mitsubishi Lancer is a small to medium Japanese car designed and made to a high quality, making it one of the leaders in the reliability stakes.

Quality, condition and service history are the most important things to consider when choosing a cheaper car for the young motorist.Buy the best car you can afford, in the best condition, with a solid service history and you shouldn't go wrong.Most young drivers, or their parents, usually have a limited amount of money to spend, which necessitates looking at older models to find the ones that fit. Buying a quality older car almost certainly means buying one from a Japanese carmaker, such as the CE Mitsubishi Lancer.Mitsubishi launched the CE Lancer in 1996 and it ran until 2004. Prices now range around $1500 for the earliest examples to as much as $7000 for the last ones. It's available in practical sedan and wagon body styles, and a coupe, which is likely to be the most appealing to young drivers.Two four-cylinder single overhead camshaft engines were offered. One was a 1.5-litre, the other a larger 1.8-litre unit, both of which offered a combination of solid performance and good fuel economy. The GLi was the entry model and came in sedan and coupe form.It came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system. For more there was the GLXi sedan and wagon that came with central locking, power mirrors and four-speaker sound.IN THE SHOPThe Lancer has an enviable reputation for reliability, but it depends heavily on being well serviced. Walk away from any car that hasn't been properly maintained, even if it appears a cheap buy. Mechanics who regularly work on them say the Lancer gives little trouble, although they stress that it's important to change the cam-timing belt as per Mitsubishi's recommendation of 90,000 km.Older cars tend to get knocked about by owners who couldn't care less, so look closely for panel damage that has been poorly repaired. Under the bonnet look for oil leaks around the engine and gearbox.IN A CRASHGenerally, the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers. Importantly, Mitsubishi added dual front airbags in 2001, which makes that a key consideration when shopping. ANCAP rated the dual airbag model at 3 stars.UNDER THE PUMPMitsubishi claimed the Lancer averaged around 6.5 L/100 km in their lab tests, which makes it an economical little car. It took 91-octane unleaded fuel and Mitsubishi gave E10 ethanol blend fuel a tick.AT A GLANCEPrice new: $20,730 to $26,950Engine: 1.5-litre 4-cylinder; 69 kW/126 Nm 1.8-litre 4-cylinder; 86 kW/161 NmTransmission: 5-speed manual, 4-speed auto, front-wheel driveEconomy: 6.5 L/100 km Body: 4-door sedan, 4-door wagon, 2-door coupeVariants: GLi, GLXi Safety: 3-star ANCAP

The current focus on petrol prices is apparently causing a fundamental shift in buying habits. If the latest new car sales figures are to be believed there is a significant trend towards smaller more fuel-efficient cars.That being the case there is no reason to believe there won’t be a similar shift in the buying pattern of used car buyers and cars like Mitsubishi’s proven Lancer could well be one of those used cars buyers turn to.The Lancer has been a popular small car for many years. The Lancer badge dates back to the 1970s when it was part of the then Chrysler family, but in the years that have followed it has become a well respected Mitsubishi name representing quality, reliability, affordability and style.Added to that a long history of success in rallying would have helped build its reputation considerably as well.Mitsubishi has maintained a steady as she goes policy with the Lancer, and why not when they’ve got a winner in their showrooms.The current car can be traced back to the late 1980s, although that shouldn’t suggest that it is mired in the past. The Lancer is a great little car that holds its own in the toughly contested small car sales race.Compared to other current small cars the Lancer isn’t the most stylish. In an era in which stylists are going for the carved from stone look with crisp edges and sharply defined shapes the soft and cuddly Lancer looks a little like it’s been styled for an older more conservative buyer.The problem with styling though is that it comes into fashion fast and can drop out of fashion just as quickly, and the jury is out on the current trend. The Lancer on the other hand, while making you feel like throwing on a cardigan, has stood the test of time quite well and still looks appealing even if it feels a bit like an old sock now.There were three body styles on offer in the Lancer catalogue, the four-door sedan, wagon and two-door coupe. If the sedan and wagon finds favour with young families, older couples, or those wanting a second car, the coupe is the one that younger buyers prefer.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more there was the GLXi sedan and wagon that came with central locking, power mirrors and four-speaker sound.If you wanted more in a coupe there was the sporty MR, which was standard with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi the power initially came from a 1.5-litre single overhead camshaft fuel-injected four-cylinder engine that pumped out 69 kW at 550 revs and 126 Nm of torque, but buyers of the GLXi and MR had the extra punch of a 1.8-litre SOHC engine that boasted 86 kW at 5500 revs and peak torque of 161 Nm.An update in 1999 saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe.Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.The Lancer has an enviable reputation for reliability. Mechanics who regularly work on them say they give little trouble, although they stress that it’s important to change the cam timing belt as per Mitsubishi’s recommendation of 90,000 km.Generally the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.If there’s a down side it is that they’re noisy. Expect a lot of road and engine noise, which can trick you into thinking something is wrong. Again experienced mechanics say it’s not unusual for owners to think they’ve done a wheel bearing when it’s only road noise they’re hearing.It’s simply that car companies tend not to spend much money on sound proofing of small cars and in most that means there’s a lot of road noise.The Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver’s airbag in the GLi and GLXi in 2001, the MR coupe got dual airbags at the same time.Louise Ryan bought her Lancer GLi coupe in 2004. She liked its looks, thought its performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car. In the 11,000 km she has now done in it there have no problems and she’s happy enough with it to consider buying another one. Her only complaint is that there is little room in the rear when she needs to carry passengers.• four-cylinder fuel economy• middle of the road styling that will last• sporty coupe favourite of young buyers• zippy performance• reliable engines and gearboxes• high level of road noiseA good reliable small car that will give good service with a good turn of speed with miserly fuel consumption.

The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.MODEL WATCHCompared to other small cars, the Lancer isn't the most stylish. In an era in which the carved-from-stone look, with crisp edges and sharply defined shapes, dominates, the soft and cuddly Lancer looks as though it has been styled for an older, conservative buyer.The problem with styling, though, is that it moves in and out of fashion. But the Lancer has stood the test of time, and still looks appealing, even if it feels a bit like an old sock.There were three body styles on offer in the Lancer catalogue: the four-door sedan, wagon and two-door coupe. If the sedan and wagon find favour with young families and older couples, the sleek, sporty coupe is the one for younger buyers.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more, there was the GLXi sedan and wagon which came with central locking, power mirrors and four-speaker sound.  For coupe extras there was the sporty MR with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi, the power initially came from a 1.5-litre single overhead camshaft fuel-injected four cylinder engine, which pumped out 69kW at 550rpm and 126Nm of torque, but GLXi and MR buyers had the extra punch of a 1.8-litre SOHC engine which boasted 86kW at 5500 rpm and peak torque of 161Nm.A 1999 update saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe. Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.IN THE SHOPThe Lancer has a reputation for reliability. Mechanics who work on them say they give little trouble. But they say it is important to change the cam timing belt at 90,000km, as per Mitsubishi's recommendation.  Generally, the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.  If there's a down side, it is that they're noisy, which can trick you into thinking something is wrong. Again, experienced mechanics say it's not unusual for owners to think they've done a wheel bearing when it's only road noise. It's simply that car companies tend not to spend much on sound proofing small cars and in most that means there's a lot of extra noise.CRUNCH TIMEThe Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver's airbag in the GLi and GLXi in 2001, with the sporty MR coupe getting dual airbags at the same time.OWNER'S VIEWLouise Ryan bought her Lancer GLi coupe new, back in 2004.  She liked its looks, thought the performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car.In the 11,000 km she has now done in it, she's had no problems and is happy enough with it to consider buying another one. Louise's only complaint is that there is little room in the rear, so it's a bit of a squeeze when she needs to carry passengers.MITSUBISHI LANCER 1996-2004Sporty coupe favoured by young buyersFour cylinder fuel economyZippy performanceSuffers a high level of road noiseReliable engines and gearboxesRating14/20 Reliable small car with miserly fuel

Perhaps a scrapped rim. Or even a dented panel or two. Or something even worse – a bruised ego.But you're among friends. People who are only too willing to lend a hand.People such as Colin Bonney who was a busy scrutineer to the assembled car entries at the recent AEM-organised autokhana at the Midvale Speed Dome until he found himself curing a pretty MGB's fuel-flooding problem.Autokhanas such as those at the Speed Dome – there are a couple each year – and AutoActions more frequent days at Belmont Park raceway plus those held by MC Motorsport are the catalysts for car enthusiasts who want to know how to drive better and how to care for their car.It's not about driving faster, it's about vehicle control.On the day I steered a new Lancer Evo VIII through the Speed Dome course, entries were close to 60.So many, in fact, that competitors were split into morning and afternoon sessions.The array of entrants' cars was staggering: a beautifully restored 1973 Ford Escort belonging to Morgan Oliver; a rare Australian-build Ford Cortina GT500 showing its twin fuel filler caps; a brace of Lotus Elises; a parade of Subaru WRXs; and some unusual yet entertaining competitors such as a purpose-built Mini Moke and a Nissan Cefira that spent most of its track time sideways.The Evo VIII is substantially bigger than the last of the previous body-shape models, the Evo VI.The first sign is when you pull on the helmet and your head doesn't connect with the headlining. Last year, in an Evo VI, the cabin was so tight it was a bit like being poured into a martini shaker and then brutally mixed by an over-hyped Manhattan barman.The second sign is the difference in weight – lots more weight you can actually feel when throwing the car through the corners – and the extra length of the newest Evo.The VIII is most noticeably less raw and a tad more predictable than the VI, with a more gradual transition from understeer to oversteer – a move relatively easily accomplished by lifting off and then squeezing the accelerator pedal.Yet though there is a different level of civility between the VI and VIII, the level of grip on the tarmac is just as tenacious.At speed the VIII will squeal like a lifted piglet as the tyres bite each corner. The Yokohamas – nice tyre, by the way – will slide, but it's very controllable unless you go stupid. By comparison, the VI has a rather savage transition through the corners and needs a well-trained eye to contain and maximise the performance.Though down on power on the VI – 195kW compared with 206kW – the VIII is still a fantastic buzz to drive.Off the mark it rockets forward and will run to 7500rpm before needing an upchange.Yet – and this is a plaudit for an engine that is almost 20 years old – it has an almost docile delivery of stump-pulling torque.Away from the track the VIII is as easy to punt aound the city as its house-trained base-model Lancer cousin.It's tractable, benign, very forgiving and even relatively frugal on fuel.The ride isn't as harsh as the VI and the seats – still made by Recaro – have a plusher cloth finish with more padding and fewer side bolsters. That makes it easier to get in and out of the car.The driving position is still one of the best around and the general dashboard layout is neat and functional, though the radio controls are made for hobbit fingers.There's room in the back for two adults and the boot is quite spacious despite the all-wheel- drive layout.The spacesaver saves weight in a car that is already too heavy to believe, so you just have to cop it.But this is a superb car. You'd buy this to enjoy driving to work during the week and have an Evo VI – preferably black to reflect its menacing attitude – in the garage for weekends on the track.

We quite like the latest STi, but the car we love – at least for its feral, on-the-edge driving enjoyment – is the Mitsubishi Lancer Evolution VIII.It is the one to choose if you're shopping blue-against-red, Subaru against Mitsubishi, in the turbo-traction-action class.The latest STi is a very quick car and nicely built with good gear, which makes sensible shopping at $56,630.But sensible doesn't tick the box for people who are looking for the hottest, slickest drive in a class where the benchmark is performance from the Gran Tourismo style of videogame thrills.If this all sounds a bit juvenile and pointless, that's probably true.But car companies use their hero cars to bait the hook for sensible showroom stuff.Which is why Subaru Australia has just uncorked a freshened WRX STi – as well as 65 new STi sports parts which can be applied across the WRX lineup.The only really major change to the STi is a subtle one in the central console – a switch to vary the torque split in the car's all-wheel-drive system, to also vary the handling balance in corners.It doesn't sound much, but the Lancer Evo uses a clever computer balance control complete with a yaw sensor to detect cornering slip, and so the STi – flagship of the Impreza range and the final step up in the WRX line – had to have something with which to fight back.It's come in the 2005-model WRX STi, which also has aggressive new Bridgestone tyres, DataDot anti-theft protection, re-calibrated suspension, new-design 8-inch-wide alloy wheels and even improved fabric on the sides of the sports front buckets.Body-wise, the 2005 WRX STi has a cover for the floor to smooth airflow and rear flares and bumper that have been tweaked to cover the wider wheels.But the price – $56,630 – is the same, and that, crucially, brings it in significantly below the $61,990 of the Lancer Evo.It means it also undercuts the Mazda RX-8 and Nissan 350Z, which could also be competing for attention from the sort of people who would be considering the ultimate WRX.ON THE ROADWE'VE driven the sporty Subarus many times. They have been plenty of fun, but a little different each time.This time, the week-long run with the latest WRX STi came straight after testing the Lancer Evolution VIII. It quickly put things into perspective.Changes to the suspension make the STi ride and handle a little nicer, but it doesn't come out as fast as expected.On our favourite twisty corners, even well below 100km/h, the car was a bit more stable and a touch more responsive.The STi is a little noisier on the grippy, wider tyres, which come with a competition-style tread pattern. But the seats are great, the six-stacker CD system is pretty good, and we like everything from the feel of the steering wheel to the new alloys. And the cruise control is great for freeway work.Still, we have to compare the STi against the Evo. And that's when we realise the engine isn't as smooth or as responsive, and the car doesn't feel as quick.It still slingshots to 100km/h in 5.5 seconds, but you have to get the engine spinning past 4000revs before you get much response. By then, the Evo is already away.But the STi does have a much more substantial feel than the Evo, and the general quality and equipment is also better.It drinks premium unleaded at 13.6 litres/100km during our test, less when cruising, which reflects the work needed to keep it moving.The touted change to the centre differential? Subaru says the torque split can be adjusted from 50:50 to 35:65 biased to the front to make the car more enjoyable and responsive to drive.We really couldn't feel much, despite taking the car to the skid pan at Subaru Interactive @ Docklands, the company's flagship dealer in Melbourne.The STi is a great 21st-century performance car, but it's not as sharp as a Lancer Evo. We'd take the base WRX and spend some of the savings on STi sports parts.THE BOTTOM LINETHE WRX STi is an extreme machine that is great for a fun run, but will find it tough to top a Lancer Evo.

From the dropping nose and gaping mouth to the wild tail wing, the sports-bred Lancer demands attention. It is one of the most outrageous cars on the road and rivals anything from Holden Special Vehicles or Ford Performance Vehicles.And it's not just a show pony. It is Porsche quick and its turbocharged all-wheel-drive power pack translates into acceleration that makes you feel you've been clubbed on the back of the head.The Evo also demands attention from Subaru WRX fans who recognise the Mitsubishi as the only serious rival to their car's leadership of the turbocharged AWD sports class that dominates the rally world and games such as Gran Turismo.The Evo has just made its second official swoop on Australia, complete with a long list of technical upgrades and a price that's come down to $61,990.That's a big drop from the first Evo raid, though there's always the question of insurance.There will be only 100 cars for Australia, but incorporating it into the Mitsubishi mainstream, rather than its Ralliart competition division, means the Evo is much closer to the WRX and WRX STi in price and back-up.The Lancer Evolution model has been around since the early 1990s. Mitsubishi is up to Evolution VIII and IX is on the way.The package is built up from a Lancer four-door sedan, which starts at $19,990, with enough go-fast bits and luxury to add $40,000 on the bottom line.The heart of the car is its 16-valve 2.0-litre engine, which picks up a turbocharger and intercooler to liberate a full 195kW of power and 355Nm of torque.Those are V8-style numbers and Mitsubishi says the Evo VIII has been tweaked again in the engine room, meaning premium unleaded is essential.The gearbox has only five ratios but they have been pushed together to improve performance.The all-paw drive system has also been improved to keep it pointing straight down the road, even in racetrack use.There are also huge Italian Brembo disc brakes with sports anti-skid control, 17-inch alloy wheels, wide Bridgestone tyres, sports-tuned suspension, and body bits that include a carbon-fibre rear wing.Inside, the Lancer has Recaro bucket seats with optional leather, a Momo sports wheel and titanium-look panels.ON THE ROADYOU have to be switched on to get the best from the Evo. It's an extreme machine that's definitely not suitable for inexperienced youngsters.The Evo hooks up hard and fast, with a 0-100km/h sprint time in the five-second range and cornering grip that moves it into the Porsche class. It also has brilliant brakes.But the car still feels like it's a bunch of bits that have been added to a cheapie Lancer. You see it in the ghastly carpet in the boot and in the lacklustre gauges, feel it in the lightweight boot panel, and hear it when you slam a door.Most Evo buyers won't worry, but Subaru has done a lot of work to move the WRX – and particularly the STi – away from its basic Impreza. And the latest Impreza is a better car than the basic Lancer.Still, the new Evo is a lot better than the Tommi Makinen edition.The new model is a lot quieter and considerably more refined, and that means everything from the ride over broken surfaces to the headlamp performance. The car feels more substantial, and more like a $60,000 sporty.But the price puts it up against the impressive Mazda RX-8 and Nissan's 350Z, and we'd take the Mazda every time over the Evo. It's a personal choice, for sure, but the Lancer doesn't have the quality or the refinement of the genuine sports car rivals.But there is no denying its appeal, or its pace. The Lancer Evo has V8-style torque from idle and, once the turbo gets spinning about 3000 revs, it goes into hyper drive. It's great fun, totally addictive and surprisingly safe.The all-wheel-drive system keeps the car hooked up in tight corners and it has a very nice cornering balance, usually just following the driver's line through any turn. It feels magnetised to the road, even on damp surfaces.Mitsubishi claims all sorts of electronic trickery, including switchable settings for the car's centre differential, but we couldn't feel anything. Which probably proves that it works.The Evo is definitely quicker than a WRX and more raw and responsive than an STi.The steering is sharp and direct, and the gearbox is a delight.It is possible to drive the Lancer Evo slowly, but that's not what the car is about. The firm ride, jiggly suspension and tyre roar spoil any quiet motoring.We liked the Lancer for a few days, but then got bored. It was just too much of everything, though any turbo-fuelled overtaking move made us smile.THE BOTTOM LINETHE latest Lancer Evo is even quicker, but more refined and better priced, to finally give the Subaru WRX a serious rival.

Not only is the Evo an exciting car to drive, it also creates a stir wherever it goes – a bit like a rock star venturing out to shop.Young boys especially seem to be able to pick out the car from a distance and groups of them gather to point and ooh and aah, waiting eagerly for the moment when you drive off.So what's all the fuss about?Well, the Evo or Lancer Evolution to give the car its full title, is essentially a road going version of the Mitsubishi's world rally car.The Evo is the Mitsubishi equivalent of Subaru's WRX STi but is available in much smaller numbers, 100 to be exact.That's how many the company is allowed to import each year under the Government's specialist enthusiast vehicle scheme, something that also contributes to the car's mystique.Although it is similar in appearance to the Lancer VR-X, the huge rear wing, bonnet air vent and offset front number plate are dead giveways.We drove the Evo VI Tommi Makinen special a few years ago and remember how mightily impressed we were by the car's razor sharp performance.It's taken more than three years for the new Evo VIII to arrive (we've leapfrogged a model by the way) but it is just as impressive, both in terms of performance and creature comforts – something the original car sadly lacked.The really amazing thing, however, is that the new model is cheaper, a lot cheaper in fact – $61,990 compared to $80,000.At this price, Mitsubish is not going to have much trouble moving them.To describe the Evo as "quick" doesn't really do justice to sensation of being behind the wheel.It's one long incredible rush, a bit like the Enterprise flipping to warp speed in Star Trek as the turbo boost picks up the car and hurls the car forward at an incredible rate of knots.Officially the Evo does the dash from 0-100km/h in 6.1 seconds, but in reality it feels much faster than this – surely a five-second bracket piece of hardware.The heart of the matter is a 2.0-litre turbocharged and intercooled four cylinder engine that produces 195kW of power and 355Nm of torque.This in a car with a kerb weight of just 1470kg.Power is down on the Makinen special but if it is we failed to notice.Like the STi the Evo is all-wheel drive and the engine is hooked up to a close ratio five-speed manual transmission.Changes are short and sharp if a bit stiff, with first and second over before they get going.The all-wheel drive system features an Active Centre Differential, Anti Yaw Control and Sports ABS.You get to dial in the way the centre diff behaves according to the type of surface on which you're driving – whether it's tarmac, dirt or snow.Stoppers are a set of huge four-pot, 17 inch Brembo units up front and two-pot, 16 inch Brembos down the back.But be careful, because they threaten to take your head off if you hit them too hard and too late.The suspension is hard, very hard but still softer than the Makinen.The car rides on an impressive set of 17 inch Enkei alloys with big red brake calipers and 235/45 section rubber.Fuel consumption can be steep depending on how you drive the car, but is officially rated at 10.9L/100km.But with a 55-litre tank and thirst for the good stuff (it's 98 Octane or nothing) it could be necessary to plan any long trips around fuel stops.Women will hate this car (at least those we put in it) and men will love every centimetre and every minute behind the wheel.There just isn't anything nearly as breathtaking this side of a Ferrari.