Car and Drivers long term review of the evolution 8. Apr 2005
Apr 9, 2005, 12:19 PM
#2
Mitsubishi Lancer Evolution VIII
Here's one for the S&M crowd.
BY TONY QUIROGA
PHOTOGRAPHY BY DAVID DEWHURST
April 2005
When Mitsubishi sent us a Lancer Evolution for a long-term test back in March 2003, the carmaker hadn't yet fallen into its Ty-D-Bol man impersonation that the company found itself doing for most of 2004. Last year was not a good year for Mitsubishi, but the Evo continues to be the one must-have product in the lackluster lineup. The vehicles that launched just before and after the Evo (the Endeavor and the new Galant) didn't buoy the brand; instead, they pulled sales into the lav and toward the porcelain.
Sales of the Evo cannot be blamed for Mitsubishi's current problems. The car might not sell in large numbers, but its performance and purity give us, and others, a reason to hope that Mitsu can find a way out of its troubles. We still feel the same way about the car even after almost two years and 40,000 miles, but aside from amusing us, our Rally Red stormer also bemused (and, as you'll see, abused) us, but it certainly never bored us.
For the first 600 miles, we treated the Evo like a cute baby lamb. That's because Mitsubishi tells us the break-in is a crucial time in an Evo's life. If you're kind for those first miles, you will be rewarded with quicker acceleration, and it will never burn oil, Mitsubishi claims.
Less than a month later, we tested the Evo, and our self-control was repaid with a 0-to-60 time of 5.0 seconds. Forty-thousand miles later, the repeat performance took 5.1 seconds. Also, we never had to add a quart of oil over all those miles. We've heard from owners who couldn't keep from cranking the tach to the far right as they pulled out of the showroom lot and now must add quarts of oil regularly.
By early summer, the Evo logbook began to fill with love letters. Online editor Kiino reveled in the lack of turbo lag, excellent gearbox, perfect pedal position, and supportive, race-inspired Recaro seats. When the Evo was young, Kiino's comments received boisterous hallelujahs and amens from the rest of the C/D flock. But later, we would find much to gripe about.
The first complaints were aimed at the quick (2.1 turns lock-to-lock) steering that was praised for its feel and accuracy but just as often derided for a level of nervousness usually reserved for amphetamine aficionados. Not helping matters was an unyielding suspension that didn't know how to relax. As one editor put it, "The Evo feels as if the axles were welded to the body." We checked. They're not. The 2005 MR version of the Evo goes a long way toward calming the suspension, but our 2003 model didn't have the magic Bilstein shocks, so we were a bit abused.
0504_lancer_rim.jpgWith such a harsh suspension, many began to feel as if they'd joined a cult of flagellants. So it should come as no surprise that the Evo rarely ventured beyond the borders of our mitten-shaped state. With a cache of more luxurious vehicles in the long-term fleet, the Mitsu found itself staying in, parked on the couch in its underwear. For the more adventurous among us who braved the ride and didn't mind the lack of cruise control, the Evo proved to be a willing weekend companion. Long trips revealed the excellence of the Recaro seats and the car's brilliant passing power and bright xenon headlights that make it a great horizon chaser. The only problem was the view out the rear window. The gaudy, optional carbon-fiber spoiler ($480) attached to the trunk is set exactly in the line of sight of the rearview mirror. It's important to check your six for the occasional Smokey, especially if you don't have cruise control. The wing effectively hides the identity of the cars behind it like a black bar over the eyes. Didn't anyone see this problem in the prototype stage? We were bemused.
Another problem is that the Evo makes anyone who drives it look like the sort who is first in line at the mall for those hot Vin Diesel autograph sessions, guys whose bedroom walls are pasted with The Fast and the Furious posters. The exterior design of this boy racer even embarrassed one of our 20-year-old staffers. That pretty much explains why the older-than-35 crowd here wasn't in a hurry to sign it out.
0504_lancer_side.jpgMitsubishi's service schedule calls for a change of the synthetic oil and a tire rotation every 5000 miles. Although the price varied, these usually cost about $100 ($25 for the rotation and $75 for the oil change). In addition to the oil change, the Evo requires several inspections at 15,000 miles. That stop totaled $200. At 30,000 miles, just about every fluid used in the car had to be replaced, setting us back $564. The brake pads had been eaten up by 30,000 miles, and replacing them cost $907. You'd think having to put up that kind of bread would get you an invitation from the service manager for a fishing weekend on his bass boat. No such luck.
Our Mitsu spent three months in the hospital after being broadsided by a poorly driven Nissan Altima. The driver of the Altima claimed innocence, but a cop was parked nearby, eyeballing activity at the intersection, and just happened to tape the whole accident.
It was nearly the summer of 2004 when our reconstructed Evo got out of intensive care. Almost immediately we noticed a grinding whenever we'd shift into fifth gear. At the 25,000-mile service, the masterminds at Moran Mitsubishi in Southfield, Michigan, were unable to reproduce the grinding and sent us on our—crunch!—way. The logbook began to fill with entries complaining about how tired and worn out the Evo felt. This crunching continued for another 15,000 miles, until the end of the test, when the second- and fifth-gear synchros (shifting into second had become difficult) were finally replaced under warranty. While the transmission was being rebuilt, we opted to have the clutch replaced because it had slipped away into the ether. Although a new clutch usually runs about $1500 for parts and labor, in this case we only had to pay $741 for parts. And by the end of its time here, the Evo's front brake rotors were warped and were also replaced under warranty. See what we mean about tired? The total cost for the 40K service and repairs set us back $829. Word got around that the service manager traded in his bass boat for a new yacht. You'd think he'd invite us to party on it. He didn't.
Here's one for the S&M crowd.
BY TONY QUIROGA
PHOTOGRAPHY BY DAVID DEWHURST
April 2005
When Mitsubishi sent us a Lancer Evolution for a long-term test back in March 2003, the carmaker hadn't yet fallen into its Ty-D-Bol man impersonation that the company found itself doing for most of 2004. Last year was not a good year for Mitsubishi, but the Evo continues to be the one must-have product in the lackluster lineup. The vehicles that launched just before and after the Evo (the Endeavor and the new Galant) didn't buoy the brand; instead, they pulled sales into the lav and toward the porcelain.
Sales of the Evo cannot be blamed for Mitsubishi's current problems. The car might not sell in large numbers, but its performance and purity give us, and others, a reason to hope that Mitsu can find a way out of its troubles. We still feel the same way about the car even after almost two years and 40,000 miles, but aside from amusing us, our Rally Red stormer also bemused (and, as you'll see, abused) us, but it certainly never bored us.
For the first 600 miles, we treated the Evo like a cute baby lamb. That's because Mitsubishi tells us the break-in is a crucial time in an Evo's life. If you're kind for those first miles, you will be rewarded with quicker acceleration, and it will never burn oil, Mitsubishi claims.
Less than a month later, we tested the Evo, and our self-control was repaid with a 0-to-60 time of 5.0 seconds. Forty-thousand miles later, the repeat performance took 5.1 seconds. Also, we never had to add a quart of oil over all those miles. We've heard from owners who couldn't keep from cranking the tach to the far right as they pulled out of the showroom lot and now must add quarts of oil regularly.
By early summer, the Evo logbook began to fill with love letters. Online editor Kiino reveled in the lack of turbo lag, excellent gearbox, perfect pedal position, and supportive, race-inspired Recaro seats. When the Evo was young, Kiino's comments received boisterous hallelujahs and amens from the rest of the C/D flock. But later, we would find much to gripe about.
The first complaints were aimed at the quick (2.1 turns lock-to-lock) steering that was praised for its feel and accuracy but just as often derided for a level of nervousness usually reserved for amphetamine aficionados. Not helping matters was an unyielding suspension that didn't know how to relax. As one editor put it, "The Evo feels as if the axles were welded to the body." We checked. They're not. The 2005 MR version of the Evo goes a long way toward calming the suspension, but our 2003 model didn't have the magic Bilstein shocks, so we were a bit abused.
0504_lancer_rim.jpgWith such a harsh suspension, many began to feel as if they'd joined a cult of flagellants. So it should come as no surprise that the Evo rarely ventured beyond the borders of our mitten-shaped state. With a cache of more luxurious vehicles in the long-term fleet, the Mitsu found itself staying in, parked on the couch in its underwear. For the more adventurous among us who braved the ride and didn't mind the lack of cruise control, the Evo proved to be a willing weekend companion. Long trips revealed the excellence of the Recaro seats and the car's brilliant passing power and bright xenon headlights that make it a great horizon chaser. The only problem was the view out the rear window. The gaudy, optional carbon-fiber spoiler ($480) attached to the trunk is set exactly in the line of sight of the rearview mirror. It's important to check your six for the occasional Smokey, especially if you don't have cruise control. The wing effectively hides the identity of the cars behind it like a black bar over the eyes. Didn't anyone see this problem in the prototype stage? We were bemused.
Another problem is that the Evo makes anyone who drives it look like the sort who is first in line at the mall for those hot Vin Diesel autograph sessions, guys whose bedroom walls are pasted with The Fast and the Furious posters. The exterior design of this boy racer even embarrassed one of our 20-year-old staffers. That pretty much explains why the older-than-35 crowd here wasn't in a hurry to sign it out.
0504_lancer_side.jpgMitsubishi's service schedule calls for a change of the synthetic oil and a tire rotation every 5000 miles. Although the price varied, these usually cost about $100 ($25 for the rotation and $75 for the oil change). In addition to the oil change, the Evo requires several inspections at 15,000 miles. That stop totaled $200. At 30,000 miles, just about every fluid used in the car had to be replaced, setting us back $564. The brake pads had been eaten up by 30,000 miles, and replacing them cost $907. You'd think having to put up that kind of bread would get you an invitation from the service manager for a fishing weekend on his bass boat. No such luck.
Our Mitsu spent three months in the hospital after being broadsided by a poorly driven Nissan Altima. The driver of the Altima claimed innocence, but a cop was parked nearby, eyeballing activity at the intersection, and just happened to tape the whole accident.
It was nearly the summer of 2004 when our reconstructed Evo got out of intensive care. Almost immediately we noticed a grinding whenever we'd shift into fifth gear. At the 25,000-mile service, the masterminds at Moran Mitsubishi in Southfield, Michigan, were unable to reproduce the grinding and sent us on our—crunch!—way. The logbook began to fill with entries complaining about how tired and worn out the Evo felt. This crunching continued for another 15,000 miles, until the end of the test, when the second- and fifth-gear synchros (shifting into second had become difficult) were finally replaced under warranty. While the transmission was being rebuilt, we opted to have the clutch replaced because it had slipped away into the ether. Although a new clutch usually runs about $1500 for parts and labor, in this case we only had to pay $741 for parts. And by the end of its time here, the Evo's front brake rotors were warped and were also replaced under warranty. See what we mean about tired? The total cost for the 40K service and repairs set us back $829. Word got around that the service manager traded in his bass boat for a new yacht. You'd think he'd invite us to party on it. He didn't.
Apr 9, 2005, 12:21 PM
#3
It was nearly the summer of 2004 when our reconstructed Evo got out of intensive care. Almost immediately we noticed a grinding whenever we'd shift into fifth gear. At the 25,000-mile service, the masterminds at Moran Mitsubishi in Southfield, Michigan, were unable to reproduce the grinding and sent us on our—crunch!—way. The logbook began to fill with entries complaining about how tired and worn out the Evo felt. This crunching continued for another 15,000 miles, until the end of the test, when the second- and fifth-gear synchros (shifting into second had become difficult) were finally replaced under warranty. While the transmission was being rebuilt, we opted to have the clutch replaced because it had slipped away into the ether. Although a new clutch usually runs about $1500 for parts and labor, in this case we only had to pay $741 for parts. And by the end of its time here, the Evo's front brake rotors were warped and were also replaced under warranty. See what we mean about tired? The total cost for the 40K service and repairs set us back $829. Word got around that the service manager traded in his bass boat for a new yacht. You'd think he'd invite us to party on it. He didn't.
So after 17 months of hammering this hot rod, what did we learn? We learned that our Evo is often as high-strung as it looks. Some of us were turned off by its unrefined raw temperament, but those who loved the Evo tended to view the rawness as purity. Our 40,000 miles showed that the price of replacing the Evo's track-ready parts isn't cheap, but as long as a $30,000 sedan with this level of performance exists, the world will be a better place. And hey, don't get the spoiler. Last of all, we hope Mitsubishi finds a way to get some of the Evo's polarizing passion into the rest of the lineup before it's too late.
AARON ROBINSON
My wife says it's too bouncy and has asked me not to bring it home anymore.
PATTI MAKI
Love the smooth turbocharger, but I could never own this—much too juvenile in its styling appeal.
ROBIN WARNER
Quick, right-now steering is great for bends and lane changing but not so good for that occasional freeway sneeze.
JOHN PHILLIPS
This car works swell if you spend 50-some days per year on a racetrack. The problem is you'll sometimes have to use it to commute, a job for which the Evo is as appropriately suited as, say, a Lotus Elise. Give me an Impreza WRX.
DEREK GARCEAU (FORMER STAFFER)
Owning this car, I'd lose my license within a week. But I'd be smiling the whole time!
LARRY WEBSTER
A fun car that gets old after an hour or so of real-world driving.
DAVE VANDERWERP
After leaving a movie theater in the Evo, during which a couple inches of snow had fallen, I managed to keep this thing sideways for what seemed like forever but was probably closer to a 10th of a mile. What a blast!
So after 17 months of hammering this hot rod, what did we learn? We learned that our Evo is often as high-strung as it looks. Some of us were turned off by its unrefined raw temperament, but those who loved the Evo tended to view the rawness as purity. Our 40,000 miles showed that the price of replacing the Evo's track-ready parts isn't cheap, but as long as a $30,000 sedan with this level of performance exists, the world will be a better place. And hey, don't get the spoiler. Last of all, we hope Mitsubishi finds a way to get some of the Evo's polarizing passion into the rest of the lineup before it's too late.
AARON ROBINSON
My wife says it's too bouncy and has asked me not to bring it home anymore.
PATTI MAKI
Love the smooth turbocharger, but I could never own this—much too juvenile in its styling appeal.
ROBIN WARNER
Quick, right-now steering is great for bends and lane changing but not so good for that occasional freeway sneeze.
JOHN PHILLIPS
This car works swell if you spend 50-some days per year on a racetrack. The problem is you'll sometimes have to use it to commute, a job for which the Evo is as appropriately suited as, say, a Lotus Elise. Give me an Impreza WRX.
DEREK GARCEAU (FORMER STAFFER)
Owning this car, I'd lose my license within a week. But I'd be smiling the whole time!
LARRY WEBSTER
A fun car that gets old after an hour or so of real-world driving.
DAVE VANDERWERP
After leaving a movie theater in the Evo, during which a couple inches of snow had fallen, I managed to keep this thing sideways for what seemed like forever but was probably closer to a 10th of a mile. What a blast!
Apr 9, 2005, 12:22 PM
#4
Mitsubishi Lancer Evolution VIII
Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $30,062 (base price: $29,582)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 122 cu in, 1997cc
Power (SAE net): 271 bhp @ 6500 rpm
Torque (SAE net): 273 lb-ft @ 3500 rpm
Transmission: 5-speed manual
Wheelbase: 103.3 in
Length/width/height: 178.5/69.7/57.1 in
Curb weight: 3295 lb
Performance: new 40,000
Zero to 60 mph 5.0 sec 5.1 sec
Zero to 100 mph 13.5 sec 14.3 sec
Zero to 130 mph 28.5 sec 30.5 sec
Street start, 5-60 mph 6.7 sec 6.9 sec
Standing 1/4-mile 13.6 sec @ 101 mph 13.7 sec @ 99 mph
Braking, 70-0 mph 157 ft 162 ft
Roadholding, 300-ft-dia skidpad 0.95 g 0.92 g
Top speed (drag limited) 145 mph 149 mph
EPA fuel economy, city driving: 18 mpg
C/D-observed fuel economy: 21 mpg
Unscheduled oil additions: 0 qt
Service and repair stops:
Scheduled: 8
Unscheduled: 2
Operating costs (for 40,000 miles):
Service: $1340
Normal wear: $2366
Repair: $6
Gasoline (@ $2.02 per gallon): $3848
Life expectancies (estimated from 40,000-mile test):
Tires: 20,000 miles
Front brake pads: 30,000 miles
Rear brake pads: 30,000 miles
Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $30,062 (base price: $29,582)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 122 cu in, 1997cc
Power (SAE net): 271 bhp @ 6500 rpm
Torque (SAE net): 273 lb-ft @ 3500 rpm
Transmission: 5-speed manual
Wheelbase: 103.3 in
Length/width/height: 178.5/69.7/57.1 in
Curb weight: 3295 lb
Performance: new 40,000
Zero to 60 mph 5.0 sec 5.1 sec
Zero to 100 mph 13.5 sec 14.3 sec
Zero to 130 mph 28.5 sec 30.5 sec
Street start, 5-60 mph 6.7 sec 6.9 sec
Standing 1/4-mile 13.6 sec @ 101 mph 13.7 sec @ 99 mph
Braking, 70-0 mph 157 ft 162 ft
Roadholding, 300-ft-dia skidpad 0.95 g 0.92 g
Top speed (drag limited) 145 mph 149 mph
EPA fuel economy, city driving: 18 mpg
C/D-observed fuel economy: 21 mpg
Unscheduled oil additions: 0 qt
Service and repair stops:
Scheduled: 8
Unscheduled: 2
Operating costs (for 40,000 miles):
Service: $1340
Normal wear: $2366
Repair: $6
Gasoline (@ $2.02 per gallon): $3848
Life expectancies (estimated from 40,000-mile test):
Tires: 20,000 miles
Front brake pads: 30,000 miles
Rear brake pads: 30,000 miles
Apr 9, 2005, 12:25 PM
#5
Mitsubishi Lancer Evolution VIII
SNOW TIRES: The Evo comes from the factory shod with sticky, soft Yokohama Advan A046 tires ($218 each at the Tire Rack: 888-541-1777; www.tirerack.com) that are ready for track action, but if you dare to venture out in the snow with these meatballs, the Evo's all-wheel drive, anti-lock brakes, and trusty handling can't save you. To keep us out of ditches, we got a set of Yokohama AVS Winter tires ($167 each). After these snow tires were installed, the Evo suddenly became the car to have when the roads were white. Every commute to work suddenly became a stage of the Rally of Finland. Compliments regarding predictable handling and terrific traction in snow filled the logbook. The only downside, endemic to snow tires, was an increase in noise from the rubber.
Yokohama's Advan A046 summer tires had tenacious bite, but with a tread-wear rating of only 140, it took less than 20,000 miles to wear out the stock rubber. The Advans had become noticeably sensitive to road imperfections and noisier in their older age, so we replaced them with a set of Goodyear's Eagle F1 GS-D3 maximum performance tires ($165 each). The excessive tire hum that plagued the Evo was gone, but the ride became even more harsh than before. Furthermore, a testing session revealed that the Goodyears couldn't match the grip of the original Advans (0.95 g versus 0.92 g) and subjectively the Eagles felt less predictable in wet cornering. At the end of the test, the Eagles had about 15,000 miles on them and looked as if they'd endure to at least 30,000. Despite the increased longevity, we'd look elsewhere for replacement tires.
THE PERILS OF BEING POWER CRAZY: After our long-term Evo passed the 40,000-mile mark, we thought it would be fun to make our "fast and furious" wannabe a bit more fast and furious. Granted, the Evo came boosted enough to run a 5.1-second time to 60 mph after 40,000 miles, but we weren't content to leave well enough alone. We wanted to squeeze as much performance as we could out of it.
We called Shiv Pathak, CEO and founder of Vishnu Performance Systems in Danville, California (925-648-7863; www.vishnutuning.com). One of Pathak's Evos with just a minimum of modifications finished fourth in our four-cylinder tuner challenge in 2003 ["Superfour Challenge," C/D, September 2003], and another finished second in last year's "Supercar Challenge" [C/D, November 2004], closer to the top than the Lingenfelter 427 CTS-V and the RENNtech CL55. At the four-cylinder challenge, the Vishnu Evo was a model of civility, offering better power delivery than the stock car, bulletproof reliability throughout the test, and performance numbers impressive enough to make Corvette owners stand up and notice. So we asked Pathak to send us the mods.
He sent us his Stage One Plus kit ($2995), which includes a new exhaust system, a new turbocharger housing, new camshafts and cam gears, and a remapped engine computer. The exhaust starts just south of the new turbo housing and includes a new catalytic converter and a free-flowing muffler. The exhaust greatly reduces back pressure, which allows the turbo to spool up boost faster. The new camshafts permit better breathing at higher engine revolutions, and the computer remapping increases turbo boost and adjusts the fuel going into the engine accordingly.
To install the parts, we enlisted Tom Payn and Devin Pearce of Payn Technologies in Troy, Michigan (248-649-3966; www.payntechnologies.com). We chose the shop because of its reputation in the import-tuner community and because the Evo's all-wheel-drive system made the firm's four-wheel-drive rolling dynamometer a must-have for the fine-tuning that is necessary to make all the aftermarket components work in harmony. It took a couple of days to install the cams and cam gears, the entire exhaust system, and the engine computer brainwash. The labor and dyno time for the installation came to $1731. A baseline dyno test showed the stock 202 horsepower at the wheels, and the Vishnu-ized Evo was now up to 284 horses (381 SAE net, up from 271 stock).
At the track the newfound power was immediately noticeable, as was the louder but still bearable exhaust note. But while undergoing acceleration testing, the Evo developed a dire knock that scared the engine into a limp-home mode. That mode severely cuts boost to ensure that you don't turn your engine into cake batter. We sent the Evo back to Payn for a diagnosis. Pearce bumped up the amount of fuel injected into the engine and dialed back the boost ever so slightly to keep the combustion cool and detonation-free.
But after just a couple days of full-throttle acceleration, the car developed a guttural-sounding exhaust leak. It was still fast, but it sounded terrible, so back it went to Payn, where it was discovered that the oxygen sensor had backed out of the downpipe. So it was screwed back in. We picked up the car and immediately noticed that when revved beyond 4000 rpm the Evo would act as if the throttle were sticking and the engine would race all the way to the 7700-rpm cutoff. Pearce couldn't figure out what was causing the revving, so we called Pathak, who laid the blame on a sticky aftermarket blowoff valve. Two weeks passed before the problem was solved with a stock valve.
With the overrevving solved, we were ready to retest the Evo. But before we could get out to the track, the oxygen sensor again unscrewed itself. Pearce screwed the sensor back in, and we took off for the track as quickly as we could before our house of cards collapsed again. The Evo rewarded us with a 4.1-second 0-to-60 run and a 12.7-second quarter-mile at 109 mph. However, after just three runs, the clutch turned into an expensive pile of dust and the one-two shift felt noticeably more difficult. A new clutch set us back $1600, and we were ready to de-Vishnu-ize our Evo.
The problems and the lack of reliability made the Evo an even less desirable ride at the C/D sign-out board. Furthermore, if the Evo had been our only ride, we would have spent days on foot. Sure, it was ridiculously fast, but with so many problems in such a short amount of time, even when it was running right, you always felt you were driving on borrowed time. If you do decide to modify your car, make sure you have a patient and willing mechanic like Payn's Devin Pearce, and be ready for anything to go wrong. After the Evo was returned to stock, it felt darn fast, and we wondered why we'd tried these mods. Obviously, we did it for you, dear reader. —TQ
2003 MITSUBISHI LANCER EVOLUTION VIII WITH VISHNU STAGE ONE PLUS KIT
Price as tested: $34,788 (base price*: $34,308)
Power (SAE net): 381 bhp @ 6000 rpm
Torque (SAE net): 368 lb-ft @ 4000 rpm
Zero to 60 mph: 4.1 sec
Zero to 100 mph: 10.8 sec
Zero to 130 mph: 20.6 sec
Street start, 5-60 mph: 5.5 sec
Standing 1/4-mile: 12.7 sec @ 109 mph
Top speed (redline limited): 157 mph
C/D-observed fuel economy: 19 mpg
*Base price includes all performance-enhancing options.
and the link = http://www.caranddriver.com/article....&page_number=1
SNOW TIRES: The Evo comes from the factory shod with sticky, soft Yokohama Advan A046 tires ($218 each at the Tire Rack: 888-541-1777; www.tirerack.com) that are ready for track action, but if you dare to venture out in the snow with these meatballs, the Evo's all-wheel drive, anti-lock brakes, and trusty handling can't save you. To keep us out of ditches, we got a set of Yokohama AVS Winter tires ($167 each). After these snow tires were installed, the Evo suddenly became the car to have when the roads were white. Every commute to work suddenly became a stage of the Rally of Finland. Compliments regarding predictable handling and terrific traction in snow filled the logbook. The only downside, endemic to snow tires, was an increase in noise from the rubber.
Yokohama's Advan A046 summer tires had tenacious bite, but with a tread-wear rating of only 140, it took less than 20,000 miles to wear out the stock rubber. The Advans had become noticeably sensitive to road imperfections and noisier in their older age, so we replaced them with a set of Goodyear's Eagle F1 GS-D3 maximum performance tires ($165 each). The excessive tire hum that plagued the Evo was gone, but the ride became even more harsh than before. Furthermore, a testing session revealed that the Goodyears couldn't match the grip of the original Advans (0.95 g versus 0.92 g) and subjectively the Eagles felt less predictable in wet cornering. At the end of the test, the Eagles had about 15,000 miles on them and looked as if they'd endure to at least 30,000. Despite the increased longevity, we'd look elsewhere for replacement tires.
THE PERILS OF BEING POWER CRAZY: After our long-term Evo passed the 40,000-mile mark, we thought it would be fun to make our "fast and furious" wannabe a bit more fast and furious. Granted, the Evo came boosted enough to run a 5.1-second time to 60 mph after 40,000 miles, but we weren't content to leave well enough alone. We wanted to squeeze as much performance as we could out of it.
We called Shiv Pathak, CEO and founder of Vishnu Performance Systems in Danville, California (925-648-7863; www.vishnutuning.com). One of Pathak's Evos with just a minimum of modifications finished fourth in our four-cylinder tuner challenge in 2003 ["Superfour Challenge," C/D, September 2003], and another finished second in last year's "Supercar Challenge" [C/D, November 2004], closer to the top than the Lingenfelter 427 CTS-V and the RENNtech CL55. At the four-cylinder challenge, the Vishnu Evo was a model of civility, offering better power delivery than the stock car, bulletproof reliability throughout the test, and performance numbers impressive enough to make Corvette owners stand up and notice. So we asked Pathak to send us the mods.
He sent us his Stage One Plus kit ($2995), which includes a new exhaust system, a new turbocharger housing, new camshafts and cam gears, and a remapped engine computer. The exhaust starts just south of the new turbo housing and includes a new catalytic converter and a free-flowing muffler. The exhaust greatly reduces back pressure, which allows the turbo to spool up boost faster. The new camshafts permit better breathing at higher engine revolutions, and the computer remapping increases turbo boost and adjusts the fuel going into the engine accordingly.
To install the parts, we enlisted Tom Payn and Devin Pearce of Payn Technologies in Troy, Michigan (248-649-3966; www.payntechnologies.com). We chose the shop because of its reputation in the import-tuner community and because the Evo's all-wheel-drive system made the firm's four-wheel-drive rolling dynamometer a must-have for the fine-tuning that is necessary to make all the aftermarket components work in harmony. It took a couple of days to install the cams and cam gears, the entire exhaust system, and the engine computer brainwash. The labor and dyno time for the installation came to $1731. A baseline dyno test showed the stock 202 horsepower at the wheels, and the Vishnu-ized Evo was now up to 284 horses (381 SAE net, up from 271 stock).
At the track the newfound power was immediately noticeable, as was the louder but still bearable exhaust note. But while undergoing acceleration testing, the Evo developed a dire knock that scared the engine into a limp-home mode. That mode severely cuts boost to ensure that you don't turn your engine into cake batter. We sent the Evo back to Payn for a diagnosis. Pearce bumped up the amount of fuel injected into the engine and dialed back the boost ever so slightly to keep the combustion cool and detonation-free.
But after just a couple days of full-throttle acceleration, the car developed a guttural-sounding exhaust leak. It was still fast, but it sounded terrible, so back it went to Payn, where it was discovered that the oxygen sensor had backed out of the downpipe. So it was screwed back in. We picked up the car and immediately noticed that when revved beyond 4000 rpm the Evo would act as if the throttle were sticking and the engine would race all the way to the 7700-rpm cutoff. Pearce couldn't figure out what was causing the revving, so we called Pathak, who laid the blame on a sticky aftermarket blowoff valve. Two weeks passed before the problem was solved with a stock valve.
With the overrevving solved, we were ready to retest the Evo. But before we could get out to the track, the oxygen sensor again unscrewed itself. Pearce screwed the sensor back in, and we took off for the track as quickly as we could before our house of cards collapsed again. The Evo rewarded us with a 4.1-second 0-to-60 run and a 12.7-second quarter-mile at 109 mph. However, after just three runs, the clutch turned into an expensive pile of dust and the one-two shift felt noticeably more difficult. A new clutch set us back $1600, and we were ready to de-Vishnu-ize our Evo.
The problems and the lack of reliability made the Evo an even less desirable ride at the C/D sign-out board. Furthermore, if the Evo had been our only ride, we would have spent days on foot. Sure, it was ridiculously fast, but with so many problems in such a short amount of time, even when it was running right, you always felt you were driving on borrowed time. If you do decide to modify your car, make sure you have a patient and willing mechanic like Payn's Devin Pearce, and be ready for anything to go wrong. After the Evo was returned to stock, it felt darn fast, and we wondered why we'd tried these mods. Obviously, we did it for you, dear reader. —TQ
2003 MITSUBISHI LANCER EVOLUTION VIII WITH VISHNU STAGE ONE PLUS KIT
Price as tested: $34,788 (base price*: $34,308)
Power (SAE net): 381 bhp @ 6000 rpm
Torque (SAE net): 368 lb-ft @ 4000 rpm
Zero to 60 mph: 4.1 sec
Zero to 100 mph: 10.8 sec
Zero to 130 mph: 20.6 sec
Street start, 5-60 mph: 5.5 sec
Standing 1/4-mile: 12.7 sec @ 109 mph
Top speed (redline limited): 157 mph
C/D-observed fuel economy: 19 mpg
*Base price includes all performance-enhancing options.
and the link = http://www.caranddriver.com/article....&page_number=1
Apr 9, 2005, 03:21 PM
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i didnt get the message that they were coming around on it at all when i read the article. it doesnt bother me though, as i bought the car knowing that it had a niche market. it doesnt appeal to the masses, and that is one of the greatest things about it. if i see another guy in and evo chances are they are a good driver, and share in common with me reasons for buying the car. the same cannot be said about a civic, or any other import for that case. regardless, you should check out the new issue, as it has a few things said about the article in the opinion part of the magazine. not sure whats up but a few readers (assumably who drive domestic mustangs, and watch nascar, and drink natural light ice) throw around the words rice a few too many times. thanks for the posts though.
Apr 9, 2005, 04:13 PM
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This article demonstrates why I only read automotive magazines when I'm in the doctors office. Typical journalists who can't be bothered with actually knowing anything about what they are writing.
First: they wrecked the farging thing by trying to mate it with an Altima. At that point be nice, put a bullet through the crank case and go find a new one to start testing. Everything after that (the grinding gears, the 'worn feeling', the unreliablity when modding, etc) only tells you what you should already know about a wrecked car: it is wrecked.
There are numerous Stage 1+ EVOs on this board that have never had any problems. Shiv tuned mine while he was in Dallas in March. Funny, I have a Stage 0+ setup and produce more power and have had no problems.
Overall, unless you are shopping for a Civic or a mini van (suicide wagon - because I'd kill myself before owning one) C/D & R/T are a waste of time. SCC is decent in the way MAD magazine is informative. Beyond that - if you want to know about a car go to a dealer and test drive one.
First: they wrecked the farging thing by trying to mate it with an Altima. At that point be nice, put a bullet through the crank case and go find a new one to start testing. Everything after that (the grinding gears, the 'worn feeling', the unreliablity when modding, etc) only tells you what you should already know about a wrecked car: it is wrecked.
There are numerous Stage 1+ EVOs on this board that have never had any problems. Shiv tuned mine while he was in Dallas in March. Funny, I have a Stage 0+ setup and produce more power and have had no problems.
Overall, unless you are shopping for a Civic or a mini van (suicide wagon - because I'd kill myself before owning one) C/D & R/T are a waste of time. SCC is decent in the way MAD magazine is informative. Beyond that - if you want to know about a car go to a dealer and test drive one.
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Apr 10, 2005, 01:49 AM
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I have to agree with everyone else so far...I didn't pick u the hint that they were coming around to the car at all. Regardless I don't care what they think about our cars. The thing that sets the evo apart from other cars is that if you don't know how to drive it/take car of it your going to have results like C/D and R/T. If you don't like our car stay the hell away from it. We will have less idiots with the evo in the long run that way. 
Apr 10, 2005, 06:27 AM
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I don't know guys. I think everything they said about the car is true. The suspension is hard as a rock. Fixing it is expensive. It's a really funny looking car. You have to take what they say with a grain of salt. C&D, R&T, Motor Trend are mags for the masses and they have to write their articles with those people in mind. Most people will NOT like the Evo. That's why Mitsu has only sold a few thousand of them in 2 years. There's nothing wrong with that and criticizing the article because of they point that out is just not fair to the mag.
As far as reliability when modding. There are plenty of stories on this board and others where people are trying to get their car right when modding. Mods don't always work right the first time. Glad it worked for you.
I thought the C&D roundup was fair and spot on. I still love my Evo, but when I'm sitting in traffic or sitting at the gas station for the second time in a week due to poor gas milage and a gas tank smaller than my bladder, I get antsy for something more civilized. But then when the traffic opens up, or I am pulling away from the gas station and the turbo kicks in, I say "screw civilized!!!"
As far as reliability when modding. There are plenty of stories on this board and others where people are trying to get their car right when modding. Mods don't always work right the first time. Glad it worked for you.
I thought the C&D roundup was fair and spot on. I still love my Evo, but when I'm sitting in traffic or sitting at the gas station for the second time in a week due to poor gas milage and a gas tank smaller than my bladder, I get antsy for something more civilized. But then when the traffic opens up, or I am pulling away from the gas station and the turbo kicks in, I say "screw civilized!!!"
Apr 10, 2005, 01:31 PM
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Originally Posted by EVOL EDO
i wanna know how they got mitsu to cover the warranties =x
I could be wrong here as well, but I seem to remember a car mag using their Long term Evo in an ice race in Moscow. They screwed up a whole lot of crap when they did that, too.
Apr 10, 2005, 01:33 PM
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Originally Posted by burningmoney97
true , but i think more and more each day are coming around 
Apr 10, 2005, 02:03 PM
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Originally Posted by def z
I don't know guys. I think everything they said about the car is true. The suspension is hard as a rock. ... That's why Mitsu has only sold a few thousand of them in 2 years. There's nothing wrong with that and criticizing the article because of they point that out is just not fair to the mag.
As far as reliability when modding. There are plenty of stories on this board and others where people are trying to get their car right when modding. Mods don't always work right the first time. Glad it worked for you.
I thought the C&D roundup was fair and spot on. ... But then when the traffic opens up, or I am pulling away from the gas station and the turbo kicks in, I say "screw civilized!!!"
As far as reliability when modding. There are plenty of stories on this board and others where people are trying to get their car right when modding. Mods don't always work right the first time. Glad it worked for you.
I thought the C&D roundup was fair and spot on. ... But then when the traffic opens up, or I am pulling away from the gas station and the turbo kicks in, I say "screw civilized!!!"
Though the car is extraordinally expensive to maintain (another reason for a daily driver) and when you drive it like you stole it, you should expect expensive maintenance. I think the problem is not the car, but people's impatience to open up the throttle immediatly after buying it, poorly managed dealerships and aftermarket shops, and other people's ignorance combined.
If your dealership is cool, treats you as an adult (and you offer the same courtesy back), fixes any problems brought to their attention the first time, and you pay what you should pay for, then that aspect it great..
If you modify your car, expect to have some minor setbacks; havng a reliable and ethical mechanic take care of you when necessary covers the performance aspect of the car and makes owning the EVO VIII even better.
I thought the review was somewhat on par with my experience thus far as I have owned the car for approximately two years. I am omy third set of tires (second set was an abberation). The stock A046's are great, but the summer heat and very aggressive camber setting from the factory won the battle. I replaced my clutch, lines, and fluids and resurfaced the flywheel around 10,000 to 12,000 miles because I knew the stock set up would not suffice once I began to modify and add horsepower to the car...
Two moving violations for 95 and 115 mph...$460...
Soaring gas prices and insurance...$
...Driving the EVO VIII daily, getting jaw dropping looks from most 9-5ers after hearing the BOV/exhaust note, subtle nods from other enthusiasts, and being pinned in a RECARO when reaching 3500rpms and 21psi of boost...PRICELESS!!!
I love my car, it fits ME...the relationship is like others in life, give and take...I just can't see myself having a FORD Aerostar with NASCAR number on my rear window. However, I think driving the car daily is difficult knowing that if something goes wrong you need a ride to work/school. I will eventually get a daily driver and keep the EVO as a weekend warrior to preserve it and my driver's license. But the first 3 years of her life with be fun for the two of us!!
CHEERS
