Mitsubishi Lancer Evolution X vs. Subaru Impreza WRX STI
Say what you want about compact Japanese sports sedans, but the fact is they represent the best bang for the buck in the marketplace today. And they've quickly developed a loyal following from a new generation of car enthusiasts who appreciate their style, performance and affordability. Two cars that have defined this segment, the Mitsubishi Lancer Evolution and Subaru Impreza WRX STI, are poised to take their game to the next level, extending their rivalry. While details about the all-new versions of these machines remain sketchy, we've uncovered a bagful of information that'll give you a good idea of what to expect when they hit their respective dealerships in early 2008.
It's no secret that Mitsubishi's concept Prototype X, unveiled at the North American International Auto Show in Detroit earlier this year, is basically how the next Lancer Evolution will look, but there will be minor differences between it and the final version. The production model will have round foglights inside the front bumper, and the side mirrors will be slightly different. The images you see here represent the finished appearance, including the 18-in. alloy BBS wheels shod with Bridgestone Potenza 245/40R-18 tires. With a name that can stretch as long as that of an Arabian king, Mitsubishi may drop “Lancer” and the numerical designation from the car's official name, but for now, we'll refer to it as the Evo X (Ten).
At first glance the Evo X looks significantly larger than the current model (the Evo IX), but actually, it's a tad shorter. Overall width and height have grown slightly, and the wheelbase has been stretched to 103.7 in., which results in more interior space and better overall ride quality.
While Mitsubishi was eager to let everyone see how the next Evo will look, the company has carefully kept all technical information hidden away in a bento box deep within the confines of its global and North American headquarters, located in Tokyo, Japan, and Cypress, California, respectively. Hungry for this information, we sent our spies and insiders to track down the protected material, and they came back with the mother lode.
At the heart of the Evo X is an all-new aluminum 2.0-liter inline-4, codenamed 4B11. This powerplant features MIVEC (Mitsubishi's variable valve technology), four valves per cylinder and a big turbocharger. Recent estimates put output at roughly 300 bhp peaking at about 7000 rpm and 325 lb.-ft. of torque coming at a low 3000, both noticeable increases from the Evo IX. Also, this new 4-banger is lighter than the previous engine by about 50 lb.
A standard 5-speed manual gearbox and a new 6-speed twin-clutch automatic with manual mode, codenamed SST, will be offered. The latter is similar to Volkswagen's DSG, meaning that it's essentially a manual transmission that has a seamless full automatic mode. In manual mode, up- and downshifts are performed sequentially via paddles behind the steering wheel, with each gear change performed faster than any human hand. An anonymous source inside the company claims that this new transmission will be better than VW's.
“Because ours comes well after Volkswagen's version, we needed to make it noticeably better or our customers won't be satisfied. And we're talking about the Evo here, so the feeling is that if our semiautomatic isn't perfect, we'd be better off offering just a conventional manual transmission,” he said. Expect the car's 0-60-mph and quarter-mile times to remain about the same as the Evo IX's, maybe slightly better with the SST because of quicker upshifts.
The unveiling of the 2008 Subaru Impreza WRX at the New York Auto Show caused both nods of approval and gasps of horror. Some liked the European flavor of the new design while others missed the hard-edged nature of past WRXs. Subaru has taken a new direction with its popular pocket-rocket, introducing a sporty-looking 5-door hatchback and an elegant sedan. But the question on everyone's mind was: What will happen with the super-high-performance WRX STI?
Unlike Mitsubishi and its Evo X, Subaru isn't quite ready to show off the styling of its highest-performing vehicle. The official debut of the car is still a few months away — probably at the Tokyo Motor Show this October — but we were able to get our hands on some vital information that provides a clear picture of what the next WRX STI will be like, including its basic appearance.
Take the exterior of the stock 5-door WRX and inject it with large doses of steroids; now you have an idea of how the next WRX STI will look. The car is about 3-4 in. wider than the stock Impreza WRX, with pronounced fender flares front and rear. “Muscular” is the operative term here, with the overall essence of the STI being that of a purebred race car instead of a street-legal 5-seater. The grille will be different from that of the stock WRX — black mesh will replace the chrome highlights of the stock car's — with the Subaru badge and STI logo placed inside. The car is a bit shorter than the current STI, measuring about 174.0 in. bumper to bumper, but wheelbase has grown to 103.1. As with the current model, gold-colored wheels will be optional, but they'll be 18 in. instead of the current model's 17s. The huge rear wing that has defined past WRX STIs will be replaced by something more subtle, like a diffuser coming off the roof.
Underneath the hood scoop is the same turbocharged 2.5-liter flat-4 of the past model. JDM (Japan domestic model) STIs will be powered by a 2.0-liter flat-4 for World Rally homologation reasons. The output of the 2.0-liter flat-4 is rumored to be at 300 bhp, which means our 2.5-liter version should pump out about 320. Torque will be around 320 lb.-ft. at 4000 rpm. The slight boost in power, coupled with the fact that the car will be about 50 lb. lighter, will make the next WRX STI just as quick as, if not quicker than, the Evo X.
Sixty mph should come in around 4.5 seconds, and the quarter-mile mark in about 12.5. The boxer powerplant will be mated to a 6-speed manual gearbox — no automatic or twin-clutch system will be offered. What's new is Subaru's SI-Drive. This system, already in the Legacy spec.B, allows the driver to map the throttle to three different settings: Intelligent, Sport and Sport Sharp. It modifies the engine's torque characteristics, changing the way power is delivered. Intelligent mode is programmed for everyday commuting, while Sport Sharp is intended for sessions under the red mist, with super-quick throttle response and faster power delivery to the four wheels.
There probably won't be fancy traction- or yaw-control systems in the STI like in the Evo X, but DCCD (driver's control center differential) remains, allowing the driver to vary the torque delivery between the front and rear axles. The suspension system will be MacPherson struts up front and a multilink setup at the rear, the latter similar in geometry to that of the Legacy wagon. There are rumors that custom performance dampers, produced with Yamaha, and 6-pot front brake calipers from Brembo may make it into production. A yaw-control system similar to Mitsubishi's AYC is said to be in the works, but we're not sure if it will make it into this car. What we do know is the new STI will have sharper handling characteristics than the current model, without a sacrifice in ride quality, thanks to improved structural rigidity, a retuned suspension and its compact size.
Subaru wanted to keep things simple with the next WRX STI, opting not to cram it with all kinds of high-tech gadgetry. The engineers decided to focus on the basics and keep the price tag as low as possible. Early reports indicate that the next WRX STI will be priced about $35,000, right in the neighborhood of a certain aforementioned compact sports sedan. The on-sale date of early 2008 is also right on top of the Mitsubishi Lancer Evolution X. The official launch of both cars is still more than a half year away, but the battle lines are already being drawn. We can't predict which car will come out on top, but we do know that it's going to be one helluva dogfight.
Road & Track
Say what you want about compact Japanese sports sedans, but the fact is they represent the best bang for the buck in the marketplace today. And they've quickly developed a loyal following from a new generation of car enthusiasts who appreciate their style, performance and affordability. Two cars that have defined this segment, the Mitsubishi Lancer Evolution and Subaru Impreza WRX STI, are poised to take their game to the next level, extending their rivalry. While details about the all-new versions of these machines remain sketchy, we've uncovered a bagful of information that'll give you a good idea of what to expect when they hit their respective dealerships in early 2008.
It's no secret that Mitsubishi's concept Prototype X, unveiled at the North American International Auto Show in Detroit earlier this year, is basically how the next Lancer Evolution will look, but there will be minor differences between it and the final version. The production model will have round foglights inside the front bumper, and the side mirrors will be slightly different. The images you see here represent the finished appearance, including the 18-in. alloy BBS wheels shod with Bridgestone Potenza 245/40R-18 tires. With a name that can stretch as long as that of an Arabian king, Mitsubishi may drop “Lancer” and the numerical designation from the car's official name, but for now, we'll refer to it as the Evo X (Ten).
At first glance the Evo X looks significantly larger than the current model (the Evo IX), but actually, it's a tad shorter. Overall width and height have grown slightly, and the wheelbase has been stretched to 103.7 in., which results in more interior space and better overall ride quality.
While Mitsubishi was eager to let everyone see how the next Evo will look, the company has carefully kept all technical information hidden away in a bento box deep within the confines of its global and North American headquarters, located in Tokyo, Japan, and Cypress, California, respectively. Hungry for this information, we sent our spies and insiders to track down the protected material, and they came back with the mother lode.
At the heart of the Evo X is an all-new aluminum 2.0-liter inline-4, codenamed 4B11. This powerplant features MIVEC (Mitsubishi's variable valve technology), four valves per cylinder and a big turbocharger. Recent estimates put output at roughly 300 bhp peaking at about 7000 rpm and 325 lb.-ft. of torque coming at a low 3000, both noticeable increases from the Evo IX. Also, this new 4-banger is lighter than the previous engine by about 50 lb.
A standard 5-speed manual gearbox and a new 6-speed twin-clutch automatic with manual mode, codenamed SST, will be offered. The latter is similar to Volkswagen's DSG, meaning that it's essentially a manual transmission that has a seamless full automatic mode. In manual mode, up- and downshifts are performed sequentially via paddles behind the steering wheel, with each gear change performed faster than any human hand. An anonymous source inside the company claims that this new transmission will be better than VW's.
“Because ours comes well after Volkswagen's version, we needed to make it noticeably better or our customers won't be satisfied. And we're talking about the Evo here, so the feeling is that if our semiautomatic isn't perfect, we'd be better off offering just a conventional manual transmission,” he said. Expect the car's 0-60-mph and quarter-mile times to remain about the same as the Evo IX's, maybe slightly better with the SST because of quicker upshifts.
The unveiling of the 2008 Subaru Impreza WRX at the New York Auto Show caused both nods of approval and gasps of horror. Some liked the European flavor of the new design while others missed the hard-edged nature of past WRXs. Subaru has taken a new direction with its popular pocket-rocket, introducing a sporty-looking 5-door hatchback and an elegant sedan. But the question on everyone's mind was: What will happen with the super-high-performance WRX STI?
Unlike Mitsubishi and its Evo X, Subaru isn't quite ready to show off the styling of its highest-performing vehicle. The official debut of the car is still a few months away — probably at the Tokyo Motor Show this October — but we were able to get our hands on some vital information that provides a clear picture of what the next WRX STI will be like, including its basic appearance.
Take the exterior of the stock 5-door WRX and inject it with large doses of steroids; now you have an idea of how the next WRX STI will look. The car is about 3-4 in. wider than the stock Impreza WRX, with pronounced fender flares front and rear. “Muscular” is the operative term here, with the overall essence of the STI being that of a purebred race car instead of a street-legal 5-seater. The grille will be different from that of the stock WRX — black mesh will replace the chrome highlights of the stock car's — with the Subaru badge and STI logo placed inside. The car is a bit shorter than the current STI, measuring about 174.0 in. bumper to bumper, but wheelbase has grown to 103.1. As with the current model, gold-colored wheels will be optional, but they'll be 18 in. instead of the current model's 17s. The huge rear wing that has defined past WRX STIs will be replaced by something more subtle, like a diffuser coming off the roof.
Underneath the hood scoop is the same turbocharged 2.5-liter flat-4 of the past model. JDM (Japan domestic model) STIs will be powered by a 2.0-liter flat-4 for World Rally homologation reasons. The output of the 2.0-liter flat-4 is rumored to be at 300 bhp, which means our 2.5-liter version should pump out about 320. Torque will be around 320 lb.-ft. at 4000 rpm. The slight boost in power, coupled with the fact that the car will be about 50 lb. lighter, will make the next WRX STI just as quick as, if not quicker than, the Evo X.
Sixty mph should come in around 4.5 seconds, and the quarter-mile mark in about 12.5. The boxer powerplant will be mated to a 6-speed manual gearbox — no automatic or twin-clutch system will be offered. What's new is Subaru's SI-Drive. This system, already in the Legacy spec.B, allows the driver to map the throttle to three different settings: Intelligent, Sport and Sport Sharp. It modifies the engine's torque characteristics, changing the way power is delivered. Intelligent mode is programmed for everyday commuting, while Sport Sharp is intended for sessions under the red mist, with super-quick throttle response and faster power delivery to the four wheels.
There probably won't be fancy traction- or yaw-control systems in the STI like in the Evo X, but DCCD (driver's control center differential) remains, allowing the driver to vary the torque delivery between the front and rear axles. The suspension system will be MacPherson struts up front and a multilink setup at the rear, the latter similar in geometry to that of the Legacy wagon. There are rumors that custom performance dampers, produced with Yamaha, and 6-pot front brake calipers from Brembo may make it into production. A yaw-control system similar to Mitsubishi's AYC is said to be in the works, but we're not sure if it will make it into this car. What we do know is the new STI will have sharper handling characteristics than the current model, without a sacrifice in ride quality, thanks to improved structural rigidity, a retuned suspension and its compact size.
Subaru wanted to keep things simple with the next WRX STI, opting not to cram it with all kinds of high-tech gadgetry. The engineers decided to focus on the basics and keep the price tag as low as possible. Early reports indicate that the next WRX STI will be priced about $35,000, right in the neighborhood of a certain aforementioned compact sports sedan. The on-sale date of early 2008 is also right on top of the Mitsubishi Lancer Evolution X. The official launch of both cars is still more than a half year away, but the battle lines are already being drawn. We can't predict which car will come out on top, but we do know that it's going to be one helluva dogfight.
Road & Track
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