2004-2005 Mitsubishi Lancer Evolution VIII

Pros :
- Almost supercar-like acceleration.
- Almost rallycar-like grip.
- Almost unbelievable price.
- Almost seats four of your friends.
- Almost certain to attract attention.

Cons :
- Almost Toyota-like build quality - almost.
- Racing seats could get uncomfortable on long drives.
- US-spec models lose certain features found on Japanese models.
- Sky-high insurance premiums.
- Almost certain to catch the eye of that police cruiser-on-the-prowl.

Interior :

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Press Coverage :
The U.S. market specification Mitsubishi Lancer Evolution derives from the Japanese market Lancer Evolution VIII GSR. While sharing major parts and components with the upcoming Japanese market Lancer Evolution VIII, the U.S. model has been developed exclusively for the U.S. to meet crashworthiness and emissions requirements, user needs and preferences, and road and traffic conditions in that market. With a price tag of under US$30,000, Lancer Evolution VIII offers unmatched driving pleasure. The only competition comes in the form of a more expensive Subaru Impreza WRX STi
Based largely on the previous Lancer Evo VII, improvements include better aerodynamics, downforce and engine cooling. The front bumper with integral grille marks the new MMC design identity with a raised triangular base in the center of the grille that is embellished with a chrome silver 3-diamond logo. The bumper also improves intercooler performance with a larger air intake opening on its underside. While conforming to and meeting 2.5 mph impact and other U.S. market regulations and requirements, the Lancer Evolution VIII is 80mm longer than VII. The air outlets in the aluminum engine hood are larger, giving better radiator cooling performance and reducing front lift. The rear spoiler uses carbonfiber-reinforced plastic to reduce weight. The wing section design has been optimized to generate greater downforce without increasing drag.
The Mitsubishi Lancer Evolution VIII uses an off-black color scheme and faux-titanium panels to create a functional, yet totally boring, interior. The instrument panel locates the tachometer in the center and features a full-scale speedometer that reads up to 170 mph. Leather trim with black-stitching are used on the 3-spoke MOMO steering wheel, shift knob, shift lever boot and parking brake grip. The Evo VIII is also fitted with Recaro front bucket seats developed exclusively for the U.S. market - which means seats to fit fat people. The stripped-down, but cheaper, Evolution RS has all the performance goodies, but not the wing, air-conditioning or stereo. Power windows are optional.
The Lancer Evo is powered by Mitsubishi's long-running 4G63-type 2.0-liter inline 4-cylinder DOHC intercooled and turbocharged engine, which conforms even to strict Californian LEV1-LEV emission regulations, but requires premium fuel for optimum performance. Reduced weight and increased strength throughout the powertrain together with improved engine cooling performance result in outstanding dynamic performance, enabling the 2004 Evolution VIII to boast a maximum of 271 hp at 6500 rpm and 273 lb-ft at only 3500 rpm, down from the unofficial 300+ ponies found on the Japanese-spec Evo VIII. The engine uses high performance synthetic oil instead of petroleum oil. Mated to the powerplant is a beefed-up 5-speed manual transmission. For 2005, the engine has been upgraded to 276 hp and 286 lb-ft.
The 2004 Evolution combines Mitsubishi's full-time 4WD system, which uses a viscous limited slip differential in its center differential, with a mechanical LSD on the rear axle to give excellent traction and control over all surfaces, both on tarmac and gravel. However, Japanese models have a trick active yaw control system with helical front, electronic center, and hydraulic rear differentials, which was left out of American models to keep prices low and to make room for a larger fuel tank. But for 2005, the standard Evolution, the stripped-down Evolution RS and the high-end MR Edition all gain an Active Center Differential (ACD) and front limited-slip. The ACD uses a center differential to split torque - up to 50:50 - between the front and rear wheels using an electronically controlled hydraulic multi-plate clutch. An ECU optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between a free state (where torque is split equally between front and rear wheels) and locked states according to driving conditions. The result is better steering response and better traction. From a switch on the dash, the driver may select between three ACD modes -Tarmac, Gravel, and Snow - for response to changes in road surfaces. Man and machine have never been so intimately linked.
The Evo is fitted with Brembo brakes, with 17-inch ventilated discs with 4-piston calipers at the front and 16-inch ventilated discs with 2-piston calipers at the rear, delivering stopping power comarable with the best in the world, including high-dollar supercars. Employing a steering angle sensor to detect steering input, the Sports ABS computer regulates braking force at each wheel independently for consistent and predictable braking and control when driving at the car's limit. EBD optimizes braking force distribution between front and rear wheels to deliver very stable and consistent stopping performance.
To improve handling characteristics and ride quality, body and suspension stiffness have been uprated over the base Lancer through the strategic placement of reinforcements that minimize weight increase. Reinforcements have also been added to conform with U.S. crash regulations. Suspension is by McPherson strut at the front and a multi-link arrangement at the rear. Optimized damping characteristics combine synergistically with the stiffer body to improve handling stability at the limit, while enhancing sacrificing ride quality for the most part. Aluminum alloy road wheels are shod with 235/45ZR Advan A046 hi-grip tires developed specially for the U.S. market. The RS gains an aluminum roof from the MR edition.
An optional high-powered 315-watt Infinity amplifier is available only on the standard Evo. Two 19-millimeter tweets are mounted on the A-pillar, four 16-centimeter full range speakers are mounted on the front doors and rear shelf, and a 20-centimeter subwoofer is integrated in a 20-liter enclosure that's mounted on the right side of the trunk.
ModernRacer.com

One word describes driving the car: fun. Surprisingly, it is docile at low speeds. It is basically as easy to drive as a stock Lancer with a manual transmission. But put your boot to the floor and the car rockets forward once the revs get above 4000 rpm. Gearshifts are crisp and quick. Until you get used to the exhilarating boost of power it's all too easy to reach the red line before you've got time to shift up to the next gear. The Evo can accelerate from 0 to 60 mph in less than 5 seconds. That puts it up there among the supercars.
The Evo handles like a dream and sticks to the road thanks to its permanent four-wheel-drive system that makes it just as good on wet surfaces as on dry. Chuckable is the word used to describe the way it goes round corners. It grips the corners so tenaciously that one often wishes they were sharper. The steering is so accurate that the slightest twitch of the steering wheel cause the front wheels to immediately start turning. It's like a go-kart. It feels like a somewhat bigger Mini Cooper S.
There were no rattles in the body or odd noises emanating from the engine compartment. This bodes well for the average owner. This is not a specialized car that has been cobbled together as a performance version impractical for every day use. Instead, it's a practical sedan that goes like stink on any surface.
Unlike the OZ Rally edition, which is nothing more than a stock Lancer with a set of fancy wheels and some spoilers bolted on, the Evo VII is a real four-door sports car. What's more it should retail for less than $30,000 when it goes on sale in 2003. Yes, that's more expensive than the WRX but the Evo does offer more power.
New Car Test Drive

The engine puttered quietly at idle, thanks to a pneumatic flap in the muffler. Acceleration happens without any huge urgency until about 3500 rpm, when the supersonic blast to the redline begins. The transition to the big boost is gratifyingly smooth, the curve less kinked than it should be with this much pressure on tap.
The car plows through hairpins in fine company with other nose-heavy all-wheel-drivers. Relax the throttle or brush the brakes, and the car hastens smoothly into light oversteer. The rear end wants to help, salvaging overcooked corners and steering you away from curbs. It stays behind you, even when the Brembo four-piston front and two-piston rear calipers are biting savagely.
The Momo steering wheel feels light to the hands but quick, with cornering loads coming on very gradually. Excursions over the track's curb cutouts were not especially jarring.
Car and Driver

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History:
2001-2003 Mitsubishi Lancer Evolution VII
1,997 cc / 276 hp / 275 lb-ft / 2910 lbs / 0-60 mph 4.9 sec.