Mitsubishi Lancer Evolution IxSince its release, the Mitsubishi Lancer Evolution has been steadily stockpiling praise and positive reviews. They are all well deserved. From the very first instant that you turn the key of an Evo, you will be hooked for life. Damn the conservatively square Lancer-derived body styling, forget the big rear box wing, don't even think about the "love it or hate it" front end styling, the Evo is a pure driving car. Is it possible to have this much grip and balance from a factory stock car? Brakes this good can be had with an OEM warranty stuck on them? Boost response and power can be this good while passing emissions and emitting virtually no excess noise? Welcome to the world of the Lancer Evolution IX.
Compared to our own Project Two-Face, one of the most responsive 2.0L USDM WRX setups with a full cat-less exhaust and ECU tune, the Evo IX will win hands down every time. Boost comes on early and strong, with 20psi of boost dropping off to 16psi at redline and not a hint of detonation on watery 91-octane. The newly added MIVEC variable-valve technology alters the intake camshaft sprocket's phase angle to aid in both power and emissions. We experienced roughly 15mpg using as much full throttle boost as possible. If you don't drive like the police are chasing you, then low to mid 20's are possible. The 4G63 engine is now rated at 286 hp and 289 lb-ft of torque with 5 percent faster boost coming out of the updated twin-scroll turbocharger. Trust us, for the street, there's plenty of power for the average driver. But with new cylinder head castings, a five-layer metal head gasket, and new pistons we're sure the Evo IX can easily be pushed past 350hp to the wheels using the stock turbo.
The five-speed manual transmission in the Evo IX has been upgraded versus the old Evo VIII model with shorter gears, and also comes equipped with new shift control cables and a brand new clutch for better driving feel. Perhaps the most noticeable improvement on the Evo IX is the addition of the now standard equipment Active Center Differential (ACD). With the change from an open front to a helical front limited slip differential and an electronically controlled center diff, the Evolution has been given an even more stable feel than before. Turn the ultra-quick steering into a turn, and the Evo IX will just go. No complaints, no shakiness, just speed. The car will begin to understeer a touch at corner exit if you push too hard, but the Evo will allow the easiest of corrections using just the gas pedal. Throw on a thicker rear anti-roll bar and you will have just about one of the fastest road cars available.
Using the same chassis as the previous Evo VIII model, we're sure it's no problem picking up parts for the new Evo IX. There are countless suspension setups for the Evo, ranging from such companies as TEIN to Ohlins, and wheel choices are as limitless as your imagination. We've already seen prototype MIVEC camshafts from HKS, while body parts should have no problem fitting on to the IX. With retail prices hovering around the $30k marker, the Evo IX is worth every penny. It may seem high, but factor in the Recaro seats, Enkei wheels, Brembo brakes, Momo steering wheel and amazing Evolution performance and you'll see why the Lancer Evolution IX is actually the bargain of the century. www.mitsubishicars.com
Battle of the MinusYaris Vs. VersaTired of sitting on the sidelines as youth-branded carmaker Scion cashed in big time, Nissan and Toyota have jumped into the fray. Crashing into the cheap, pocket-sized car market, the 2007 model year will feature two more power players in that segment, the Toyota Yaris and the Nissan Versa. Both will be offered in hatchback and sedan forms. Besides both possessing incredibly strange names, these micro twins will be banking on their low price, good gas mileage, and modern looks to rack up big sales.
Toyota's best selling car in Europe, birthplace of the narrow roadway, the Yaris seeks to bring in new, young blood to Toyota's otherwise older and conservative model lineup. Packing a 106hp 1.5L four-cylinder VVT-i engine, the Yaris is looking to get big gas mileage, not big horsepower numbers. Although a strut front and torsion beam rear suspension come with the Yaris, we're interested in seeing how the lightweight Yaris handles with a tight suspension and better-than-stock tires. The Yaris hatchback is known in Japan as the Toyota Vitz, a platform that has numerous aftermarket parts ready to go.
Nissan's offering, the all-new Versa, brings a little bit more to the table stock. A 1.8L DOHC engine powers the Versa, giving power numbers of 120hp and 125lb-ft of torque. The pictured Versa from SEMA is by Impul and has been fitted with a body kit, exhaust, seats, wheels, supercharger and suspension all made by Impul. Starting at around $12,000, the Versa is designed to deliver gas mileage in the high 30's and quarter-mile times also in the high 30's. Nobody ever said these two cars were made for the drag strip, they are out and out street cruisers that are light on the wallet and easy to cruise the streets with. With the Honda Fit also on the horizon for a US release, which of these compacts will come out on top?