Velocity

At almost the same moment, Mitsubishi and Subaru have slammed the door on the past. The flame-spouting, wheel-churning rally-specification sedans of recent years have been tossed onto the ash heap, and in their place we find the 2008 Mitsubishi Lancer Evo X and 2008 Subaru Impreza WRX STI — two cars that are about sophistication as well as speed. But some things never change. The Evo and STI are still trying to seize the same bit of turf, caught up in a sparring match that's been going on nonstop for more than 13 years. The Evo and STI are like high school bullies that can't resist a punch-up, and they're now matching up ever-tricker all-wheel-drive systems, more turbocharged engine power and levels of cornering grip that defy the laws of physics. So we put the 2008 Mitsubishi Evo X and the 2008 Subaru Impreza WRX STI together on the road in Japan for their first meeting, a title fight in the shadow of Mt. Fuji. Suits of Armor We've been here before, as we've compared the Evo and the STI in a comparison test in both 2006 and 2003. Each time, the Evo proved slightly faster, turned into corners more decisively and gave us more feedback about the driving experience through the controls. This time we've brought the new Evo X with its 276-horsepower turbocharged 2.0-liter inline-4 matched with a five-speed manual transmission and put it together with the Japan-specification STI and its 304-hp turbocharged 2.0-liter horizontally opposed 4 matched with a six-speed manual transmission. Though the Evo is available with a dual-clutch six-speed automated manual, a production car hadn't come off the assembly line for us. In the search for a more sophisticated visual identity, Mitsubishi has replaced the Evo's taxi-on-steroids appearance with a stance of grown-up machismo, a look highlighted by an Audi-style full-frame grille, a higher beltline and more subtle rear wing. There's a larger passenger package beneath that sits on a wheelbase that has stretched 1 inch, and a track that's wider by 1.2 inches. More important, the new Evo is 1.2 inches taller and 1.6 inches wider. We think the overall proportion of sheet metal to glass gives the Evo X a graceful look that's light-years ahead of its predecessor. The new STI also couldn't be more different from its predecessor. The Subaru bosses decided that a hatchback profile is a good choice for two reasons: First, it allows the Impreza lineup to appeal to a broader customer base; and second, as Subaru WRC rally driver Petter Solberg says, "the hatchback has better aero balance." This five-door hatchback has dramatically shorter overhangs than the former STI sedan, while the front track is 3/4-inch wider than the current WRX and the rear track is 7/8-inch wider. Apart from the swooping rear tailgate, what really gives the new STI its character are those fender blisters, huge hood scoop and vestigial rear wing. Though the STI is far more aggressive-looking than its WRX brother, its front end has been sanitized, and the generic headlights and grille detract from the overall muscular appeal of the rest of the car. The Evo X, meanwhile, has a Euro-style presentation that we find really appealing. The Evo takes first blood. Power Stakes The Evo and STI are each powered by turbocharged 2.0-liter fours that are tuned to develop about as much low- and midrange grunt as your innards can take. The STI's 2.0-liter boxer turbo pumps out 304 hp at 6,400 rpm and a surprising 311 pound-feet of torque at 4,400 rpm. The major modifications over its predecessor are a different twin-scroll turbocharger, a bigger intercooler and variable valve timing now on both the inlet and exhaust cams. Subaru claims the STI will sprint to 60 mph in 4.9 seconds. (The American-spec 2.5-liter turbo manages the same task in 4.8 seconds in our hands.) This engine produces a tsunami of thrust much lower in the rev range than the outgoing model. Power delivery is smooth if not restrained up to around 2,800 rpm, and then a wave of torque carries you forward toward 6,000 rpm. Keep your foot buried and the power remains strong right up to the redline at 8,000 rpm. Channeling the torrent of torque to the tarmac is Subaru's revised six-speed manual transmission that gets newly fitted with triple synchros on 1st and 2nd gears and double synchros from 3rd up to 6th. The shift action feels leagues ahead of the Evo's clunky five-speed manual. One thing that really makes the new STI stand out is the metallic ring from the engine and the pronounced exhaust burble, and it makes this engine sound both more refined and beefier than that of the Evo. The Evolution of Power Mitsubishi's 4G63 engine, with its iron block stout enough for turbocharging, has been replaced by the all-aluminum 4B11 inline-4, which represents an overall weight savings of 28 pounds. To enhance its ability to withstand the stress of turbocharging, this engine features forged connecting rods, a forged crankshaft and a block with a semi-closed deck. The compression ratio has risen slightly to 9.0:1 and variable valve timing has been adapted to both chain-driven cams. This turbocharged 2.0-liter inline-4 produces 276 hp at 6,500 rpm (the U.S. version is expected to produce 295 hp), and it makes 300 lb-ft of torque at 4,000 rpm. Thanks to the close-ratio gearbox, the Evo X gets to 60 mph in 4.9 seconds. Less manic than the outgoing Evo IX, the Evo X generates boost cleanly starting around 3,000 rpm, and the power builds in a linear fashion all the way up to the redline at 7,000 rpm. Compared to the STI, though, the Evo doesn't maintain the same kind of grunt at the top end. The Evo X's close-ratio manual gearbox is clearly meant to be the racer's choice, because 5th gear is so tall it's only usable for highway cruising, and it handicaps the Mitsubishi against the Subaru. The STI just pips the Evo in thrust and power. The Swinging As: S-AWC, ACD, AYC, ASC One aspect of the Evo's makeup that takes it to the next level is the upgraded Super All-Wheel Control (S-AWC), which integrates control over the active center differential (ACD) with the rear differential's active yaw control (AYC). New additions to S-AWC include active stability control (ASC), active brake control and a yaw-rate sensor. The front limited-slip differential remains a conventional helical type. Put simply, the S-AWC actively manipulates wheel torque during acceleration and braking in order to control the car's cornering attitude. If you drive too hot into a corner with the Evo X, the S-AWC four-wheel-drive system instantly redistributes torque to where it's needed most, while the ASC dabs the brakes to slow the progress of any overzealous wheels, alleviating the need for huge handfuls of opposite steering lock. Once the weight shifts slightly forward, the Evo X turns in quickly and then holds its line without understeer. Thanks to the S-AWC, it's just about impossible to spin the Evo X. But once you switch off the ASC, you can slide the car at will, although you'd better be ready to catch the rear when it snaps around. Even with an additional 200 pounds in curb weight, the Evo's revised steering setup, tweaked multilink rear suspension and stiffer chassis rigidity help keep the driver in touch with what's going on better than ever before, and the car even rides better. And if things go bad, the four-piston calipers for the Brembo brakes offer loads of fade-resistant stopping power. Two Parts Legacy, One Part Impreza Subaru has attempted to close the gap on the Evo's superb S-AWC system by refining the STI's three-way adjustable center differential (DCCD: Driver Controlled Center Differential). In addition, the AWD system now incorporates the Legacy's three-way throttle programming (SI Drive: Super Intelligent) and stability control (VDC: Vehicle Dynamics Control). Subaru has done a pretty good job of delivering an AWD system that can be adapted to a wide range of conditions. Automatic is the DCCD's standard setting, with 59 percent of engine power sent to the rear wheels and the rear differential set neutrally. Auto-plus tightens the rear diff for more traction in slippery conditions. Auto-minus loosens the rear diff for navigating challenging, twisty roads where you need sharper turn-in and less traction at the rear. Six individual settings also allow torque going to the rear wheels to be varied between 50 and 59 percent. The helical front differential maintains front-wheel traction while helping the tires carve through a turn, and the Torsen rear differential adapts traction levels to the conditions. The SI-Drive alters the engine and throttle mapping to three settings: Intelligent, Sport and Sport Sharp. It tailors the action of the throttle-by-wire system and the turbo boost to driving conditions, offering better traction when you need it and more aggressive torque when you want it. The VDC stability control can be switched off in two stages, with the first halting engine intervention by relying solely on the brakes. Switch it off completely and you let the STI strut its stuff without electronic interference. Yet another feature that helps the STI get around corners faster than before is its new rear wishbone-type suspension. It not only delivers more predictable suspension action, it allows the car to be set up for more lively response and even significantly improves ride quality. And no complaints about the four-piston Brembos on the STI either. Beyond the Specs So with the tech spiel out of the way, what does it all mean? The STI's steering effort feels slightly better weighted than that of the Evo, although the Mitsubishi's overall level of feedback through the wheel is still superior. Once you get the Evo into a rhythm, it corners more quickly through the twisties, but not by much, as the STI reveals slightly more understeer. At the limit however, the Evo's S-AWC electronics make the driving experience oddly digital in a way, as if you are leaving too much of the cornering to the car. On the other hand, the STI's newly fitted VDC works surprisingly well. It intrudes when it's needed, but it never detracts from the spirit of the driving experience. When you lay into the throttle, the Evo's turbo inline-4 responds with more eagerness and sharper throttle control than the STI, which needs to be spun over 4,000 rpm to deliver sufficient boost for rapid progress. This Evo's close-ratio five-speed gearbox also handicaps the engine in road driving compared to the STI's six-speed. The Evo looks better on the road, while the STI boasts the practicality of five doors. Inside, the STI incorporates a slightly more appealing dash design, while the Evo X has inherited the former Lancer's plasticky interior. Seats in both cars are excellent, with good lumbar support. Ready To Make a Choice? Both the 2008 Mitsubishi Evo and the 2008 Subaru Impreza WRX STI have graduated from high school bullies to scholarship-toting college athletes, and all in just one generation. So which do we choose? It's not going to be easy. The STI wins if you want a wagonlike car that handles with a more intuitive, analog feel. The Evo gets the nod if you're happier with a good-looking sedan that has excellent throttle response. For those who don't care about body shapes, then the STI just pips the Evo, thanks to its better ride, smoother gearbox and especially the cool sounds the engine makes. But this might all change once the Evo gets its dual-clutch automated manual transmission. It's not an easy choice. Who would you pick as your bodyguard: Jean-Claude Van Damme or Jet Li? INSIDE LINE

yeah pretty impressive. And I sure hope they do the same race with the R35. LOL i bet it will kick some ass.

Check this Out, Lambo LP640 vs 911T vs GT3 vs Gallardo vs Subaru STI Type RA-R vs Exige S. http://www.youtube.com/watch?v=pP0SDBesh4o Pretty good for a 2.0 Litre Jap Car to hang in there.

not sure bro..... i got this pic from evoxforums.

Infact KLM, Mahinda Premarathnes Evo 9 GT sustained a bit of more Damage when he punctured his oil cooler and he could not run the Second Lap. Nishan also had a Small dent to his intercooler and didnt want to run the 2nd Lap. I was just sad to see Nishans Well Kept Evo loosing its front lip. Any way racing is that i suppose. Well Done Upulwan Serasinghe. Well done to all the other drivers too. Mini thanks for the Picture of Mahindas Evo 9. Do you have more pics of it.

Heard that Serasinghe got the Fastest Timing of the day driving a Civic ? Can some one confirm this

A better view. Mini, Evo X is a awesome car I guess. Just look at it. I wished i lived in a more tax freindly country.

Damn this pic keeps me drooling all over.

http://www.nihoncar.com/review-478-X.html Here it is, finally and exclusively on NihonCar.com, one of or probably THE most anticipated Japanese sportscars matchup of the year: the everlasting battle between two kings of rally stages over the last decades; the Subaru Impreza WRX STi versus the Mitsubishi Lancer Evolution X! Over the past few years we had the privilege to test drive some pretty amazing and exclusive cars by each of those two manufacturers, for example the Impreza with the longest name ever: the Subaru Impreza WRX STi Spec-C Type RA-R produced at only 300 units and the excellent Mitsubishi Lancer Evolution 9 Wagon, only produced at 2000 units. Evos and WRXs always had their very own feel and character, making each one very easy to identify once behind the wheel but we also always struggled to designate a CLEAR winner in all those confrontations...the first thing you need to know here is that, once again, we had a hard time choosing which one was the winning machine. The second thing is: do these cars still deserve to be called "sportscars"? Don't worry, here come the explanations. Presentations Subaru Impreza WRX STI. The new Impreza has had a lot of people talking about it but not the way most would have imagined...the "questionnable" design was highly criticized but most were hoping for a better tomorrow thanks to the STi version which usually tops the sports range of the manufacturer. To "deserve" the STi designation, the new Impreza was fitted with a new aero bodykit including the usual front/rear bumpers, side skirts, rear spoiler and new exhaust. Under the bonnet lies a 2 liter Boxer 4 cylinders turbocharged motor producing something around 310HP (almost impossible to get the real figures without using a dyno) and 422Nm of torque. Lancer Evolution X. On the other hand, the "Beast" Evo X, was instantly acclaimed for its incredibly mean and aggressive style and the amount of new and impressive technology it was carrying mechanically. Unlike its "enemy", the Evo X receives a sporty treatment in the form of a raging bodykit including an enormous rear spoiler which fits right in. The interior got us pretty disappointed as Mitsubishi didn't prepare anything original, of course you're reminded here and there that you're inside an Evo, but the whole layout and equipments are coming straight from a "standard Lancer/Galant...we would have appreciated bigger ways to differentiate the beauty from the beast... Specifications Subaru Impreza WRX STI: - 4WD - 308 PS - 422 Nm (torque) - 1470 kg. Lancer Evolution X - 4WD - 280 PS - 422 Nm (torque) - 1420 kg (RS) WRX STI Versus EVO X, a match-up between two sporty family sedans. Such a title is probably having you wondering if you clicked on the right review but the facts are here, you cannot honestly consider those 2 vehicules as "sportscars" anymore but rather some "Sports Family Sedans". Technically speaking, both cars are faster than their own predecessor but most of what made each so famous seems to be gone...the kick in the *ss effect when you hit the throttle? Gone. The mind blowing braking abilities? Gone. The raging noise of the engine? Gone. The fun? Gone, The sensations? Gone. In order to give you the best, more fair and neutral point of view possible on both cars, we got our friend and pro race driver Nishihara-san to push these machines further than I ever could. Masaki is a 5 times All Japan Gymkhana champion and uses an Evo 9 but in a recent past, he worked with a WRX STi so he knows very well how to judge those cars. Here's a recap of what he had to say: Lancer or Impreza, his first reproach was the important gain of weight on both cars, close to a full 100kg more on certain versions. Second issue: the gearbox, it is the main reason why the cars fail to provide the thrilling acceleration it became famous for...on the Impreza the ratios are simply way too long while on the Evo the grid is too wide. His words on the Impreza now: Apparently, the Double Wishbone suspension wasn't well tuned and the car isn't balanced the way you'd ideally like, as a result, it can be tricky to drive. Oversteer on one hand and understeer on the other, that's what you'll get with the stock suspensions if you feel like going for a "dynamic ride". Another problem with the suspensions is the lack of comfort but that's something that potential buyers know and are ready to deal with. Below 4000rpm, the WRX STi feels just like your average Impreza and when you cross that limit, even thought you can climb up to almost 8000rpm, you always feel that this is a 1470kg car (3234 lbs). About the Evo: We agree to say that the Evo looks better but the whole picture is far from perfect here as well. The weight is, again, a problem . 100kg more than the previous Evo, 1420kg and a 4 cylinders 2 liter turborcharged engine to move this big baby. Behind the wheel, the Evo is more fun to drive, the boost kicks in at 2000rpm and the precision of the steering and the AWD system makes the ride much more enjoyable, as a result the driver feels more confident and can keep on pushing. Conclusion: Do you remember the VW Golf GTI which, generation after generation was trading performance for comfort (until things changed for good recently again)? Well it now seems that our 2 beloved Japanese car manufacturers are hit with the same disease. The best example has to be the "ECO" mode on the Impreza WRX STi, it has the ability to turn what is commonly known as a sportscar into a snail. We, at NihonCar, are huge fans of the Evo 9 and Impreza RA-R and this is why we have been very disappointed by those two new generations which seem to slip down the hill to feel more and more like a Lexus minus the real interior comfort. If we had to choose, we'd pick the Evo X because the handling and style are better. I could only recommend the fans to stick to their Evo 9 or WRX STi 2006 until Ralliart or Subaru prepares something really worth it (2008 RA-R??). Maybe the major tuners (Mine's, Top Secret, HKS...) will show them the way but don't get us wrong, those are good family cars offering sweet sensations...just not what we expected really. Posted on 07/12/07 By G-A.G

http://www.autoblog.com/2007/12/05/evo-x-v...kuba-lap-times/ t didn't take long for Japan's journalists to get the new STI and EVO X side by side, and the results are now officially in. Tsukuba circuit regulars Kazuo Shimizu and Manabu Kawaguchi spent an afternoon thrashing around the notoriously twisty short circuit just north of Tokyo and here (drum roll please) are the best times they could ring out of the AWD rivals: Mitsubishi Lancer Evolution X : 1:06:46 Subaru Impreza WRX STI : 1:05:95 So there you have it. The new engine placed further forward in the engine bay of the EVO X than in the EVO IX has indeed proven to be a handicap, while the STI's "wheel at each corner" longer wheelbase plus new double wishbone rear suspension has proved its worth. Neither car is quite as quick as its immediate ancestor though. Check out this 15 year rivalry of the EVO vs the STI as recorded at Tsukuba after the jump. [source: CAR Top magazine]

WTF...... Has the 4B11 met its fate....

HAPPY BDAY DON

HAPPY BDAY PERRI.......... Sorry for the Late Wishes........ Enjoy....................................

http://en.wikipedia.org/wiki/H._R._Jothipala

Machan i was never a fan of Jothi's songs, but with surendra he basically brought back Jothi to life.

Its nice to see a young Talented Deserving Chap getting a GOOD car. ALL THE BEST.

I guess you have one of the most difficult choises to make if you take the New Lancer and New Corolla. Over the weekend downsouth saw a Toyota Diesel at Hikka. Black one. I was surprised to see how large and specious it was. Should say it looked really nice with a kind of wide body affect fenders. Its like a mini version of the Toyota Camry i should say. Its large. Well i have not driven the Corolla Yet, but lancer is +1 on Handling / Easy to Drive. Extremely Comfortable, Only think i dislike is it come with this Asian Road Spec Suspension which makes the car very tall. ( You can always lower it : with some new springs ) I would say the Toyota Lanka Offers a 1.6 VVTI engine. If this is the same VVTI engine which the Singapore ALTIS has you are looking at some good horsepower. So compare those of the lancer. I think lancer UML only offer 1.5 ltr. serious choice dude. so get it correct. let me know how the corolla feels when you drive it.

I think the New Nissan GTR also has a Evo Spec and from what i read its the Highest version.

Go for the Suzuki Swift

http://www.suzuki.co.jp/dom4/lineup/swiftsport/ Damn, this is the first time i see a 1.6. Now this should be a very rev happy car.

very nice pictures, very High Quality. Whats the camera you are using, The WRC Subaru Looks mean.

Bro my argument is that Same 2LTR version Lancer is Rs 6.4 million. So the Price difference in Japan of the Non Evo 2 LTR model and Evo X RS just one Million Bucks. So only increase on duty should be for that One Million. Remember RS is just a basic car with none of these fancy gadets and I am telling about a Private Import and not a agents import, Infact the Evo IX GT nishan ordered costed around 9.5 million at that Time. Anyway hopefully some one will do a private import, if so can really check the duty component. Machan Evo X is a amazing car. Saw some videos what evilmak sent me. This is a serious piece of machine. would love to own one.

Just doing a Calculation on How Much the Evo X RS will cost in Brand New in SL. Sri Lankan Market Price Lancer GT Non Evo Model. Mitsubishi Lancer GT - 6.4 Million ( 2.0 LTR MODEL ) FOB JPY 2,047,500 - 2,008,783.38 LKR DUTY 44 ( Inclusive of Shipping ) ------------------------------------------------------------------- Evo X RS FOB 2,999,750 - 2,943,027.07 LKR DUTY + Shipping 64 + 29 = Rs 9.3 Million NOT SURE IF MY CALCULATION IS CORRECT, but i am sure with 1 years Depriciation you can land a Evo X RS for around 8.0 mil - to 8.5 mil. Any Expert Thoughts on this.

Did you guys read todays Newspapers, It seems all the Races Held on or near bases will be not permitted in the future, So sad. this means not KATU as well right ? Hope they get Pannala Soughted Out.

Machan i think i may have posted the interior of New Hatch Back which was similar to the RunX what would be the price of this if you have a permit ?