Looking under the Evolution VII reveals several interesting design changes relative to the
Integrated into the ACD system is Mitsubishi's Active Yaw Control (AYC) handed down from previous Evolutions. In the Evolution VI, AYC was capable of splitting torque individually to the rear wheels, thereby decreasing understeer entering a corner as well as adding drive and balance at exit. In the Evolution VII, AYC shares its control logic (ECU) with the car's ACD system. Together, the two systems, via their many sensors, send the car in the direction desired by the driver.
While many purists may argue that electronic aids may serve a top driver no better than a conventional mechanical system, ACD may prove otherwise. Mitsubishi's hope is that by integrating the two systems, their combined effect will yield a better handling, easier-to-drive car than either system could operating independently. From the driver's seat, that's certainly the case. The Lancer never put a wheel wrong as we wrung it out over our mountain test course.
Other drivetrain improvements include strengthened transmission gears to handle the increased torque, as well as a slightly lower first gear and higher fifth gear. The Evolution VII's clutch uses higher clamping force and is slightly larger than that of the Evolution VI. However, in a constant effort to keep weight to a minimum, many components of the clutch system were redesigned to keep rotational inertia below that of the Evolution VI's system.
Subtleties
Lancer styling has always been a bit overstated, but the Evolution VII strays somewhat from the strategy. Still present are the vents, ducts and scoops which give the Evolution its purposeful look, however toned down. Gone are the massive flares replaced by far more understated bulges above each wheel, not unlike its rival the WRX. Also absent are the huge driving lights in the lower front fascia, which have been integrated into the headlights.
Inside, the interior no longer looks like that of a Boeing jetliner. Replacing the old car's print pattern upholstery is a more subtle pattern and a pair of awesome Recaro seats covered with grippy silk-wave fabric. A Momo steering wheel and centrally mounted tachometer dominate the driver's forward view.
The Evolution VII puts speed and comfort into an irresistible package which American enthusiasts would certainly devour at anything below $35,000 in Japanese trim. The question then becomes: How watered down will it be if and when it hits our shores? It seems likely the VII will be detuned to make it perform closer to the current U.S. Subaru WRX. If Mitsubishi chooses this route, it will be forced to match the WRX's very reasonable $24,000 price tag. Either way, the choice seems obvious. Bring the Lancer Evolution to the United States, sell lots of cars and make lots of money. We're waiting.
The Big Question: When Can You Have One?
As we write these words, Mitsubishi public relations personnel are squirming in their seats wondering if they'll ever get to reveal what we already know to be true. The truth is that Mitsubishi will bring a version of the Lancer Evolution to the United States. Why? Because if Mitsubishi doesn't, Subaru will carry the sports sedan market completely unchallenged for years with its WRX. It's like leaving money on the table. And if we've learned anything about today's carmakers by watching SUV sales for the last five years, it's that if there's money to be had, they're going to have it.