DAY 1
The logical first choice for our wannabe spy shot crew was Mitsubishi Motors' corporate headquarters, located a mere 30 minutes from our offices in Southern California. I chose to take us the long way around, down a few side streets and up the freeway, in order to extend my experience in the Evo IX. The power comes on raw and strong in the MIVEC-equipped machine, building zero-lag boost as soon as 2000rpm before settling into one of the fattest mid-range torque curves to have ever come out of a production 2.0-liter engine. The five-speed begs to be run through the gears and I'm all too happy to comply. After what seems like just a lightning-quick flash, I glance down to see a highly illegal speedometer read-out staring back in my face. We arrive at Mitsubishi HQ in about 15 minutes.
Mitsubishi's staff turns out to be even more tight-lipped about the upcoming Evo X than we had originally expected. If we had brought booze or stacks of cash, then maybe we could have coerced something out of the public relations team. But today it looks like we've swung and missed. That is, until we turn the corner of the R&D building. Staring at us is the 1973 1.6-liter Lancer rally car, which debuted and took the overall win at the 1974 WRC Safari Rally. Driven by Joginder Singh and David Doig, this car is the grandfather to every Evo's future success at churning dirt sideways. From the car's carbureted idle and classic gauges to its battle scars and rally tires, what better way is there to search for the Evo X than from where it all began?
Just as we were about to open our big mouths and ask to test-jump the vintage racer, we catch a glimpse of a modern WRC-spec Lancer being unloaded for display. It's quite the contrast to be able to see two dramatically different Lancer rally cars near each other, separate in both technology and design. The modern car is fitted with dramatic bodywork, carbon bits, racing slicks, monoblock Brembo calipers and a decidedly high-dollar appearance, versus the '73 Lancer's near stock exterior.
In much the same way that the Evo VI we have is the obvious ancestor of the Evo IX, the WRC Lancer holds much of the same competitive spirit as the '73 Lancer, just on a more developed scale. With Mitsubishi PR staff busy for a split-second, we hound the R&D deliveryman for details. Moments later, we're back up to triple-digit speeds, heading towards the heart of the California desert.
We managed to pry a single juicy secret: the Evo X is in the US to undergo comparison performance testing. Music to our ears, the thought of simultaneously grabbing a picture of the new production Evo X and watching it get test-flogged around a race track only makes us more excited. There are three major tracks in Southern California where any real testing can take place, and only one regularly visited by major car manufacturers.
We're headed full blast towards our usual road course testing grounds-Willow Springs International Raceway.
Chen and I dodge, pitch, and weave through traffic, doing our best Ronin car chase impression through packs of slower cars. The Evo IX's handling and steering is utterly bombproof. The power steering has no on-center vagueness and, with a quick 13.0:1 steering ratio, the Evo's now-famous response never gets old. Almost telepathic, if you're looking at something, the Evo is going to drive itself in that direction. Bumps and rough patches are no problem, with generous suspension travel able to soak up and blast over every conceivable surface.
Even with a fair amount of roll and a tall body, the Evo IX exhibits amazing grip. Speed limit warning signs before freeway turns become mere suggestions. Chen blasts through a switchback connector-labeled 50mph-at more than twice the sensible pace. The Evo IX follows without whimper or complaint.
After slowing down to a more reasonable (legal) pace, we're treated to one of California's greatest treasures-gridlocked traffic. As far as the eye can see, cars and trucks sit bumper to bumper across five lanes of scorching asphalt, with nothing but bored faces and brake lights to show for it. We're pretty sure the Evo X awaits us a mere hour's drive away, but after 2.5 hours (and 45 miles) of being lucky to engage first gear at all, we've all just about had it.
The Lancer Evolution is not a car for sitting in traffic. It's designed to go fast pretty much all the time. Feed it boost, crank the wheel, mash the brake pedal; the Evo is the kind of machine that only really comes to life when you drive, as Chen so eloquently puts it: "like a complete asshole."And so we turn back for home, dejected that we're going to have to wait another day until we can spy the latest and fastest Lancer Evolution. Like a complete jack-hole, I push the Evo IX's throttle to the floor, steadily building 19psi in the intake manifold and rocket home to dreams of more Lancer goodness.