The Facts - 2008 Mitsubishi Lancer Evolution X

Outside of the transmission, wheels and brakes will also set the MR and GSR models apart. GSRs will have 18x8.5 Enkei cast aluminum wheels, while MRs will have forged BBS pieces that save roughly two pounds per wheel. This doesn't include the MR's front and rear two-piece floating rotors, which are three pounds lighter per corner than the one-piece cast discs on the GSR. From what we can tell, the brake calipers and piston sizes are identical to the Evo IX and the inch-larger rotors will fit onto the older hubs. A big brake kit for Evo VIIIs and IXs might be as simple as an aluminum caliper bracket.

MRs will also have Bilstein inverted monotube dampers, valved specifically for the reduced unsprung weight in the front and rear, while GSRs will use a KYB inverted monotube front and twin-tube damper in the rear. Grip comes from new 245/40/18 Yokohama Advan A13C tires, developed specifically for the Evo X (as if the old A046s weren't expensive and rare enough already). Rated at 180/A/A by Yokohama, these tires are just as sticky (if not more so) than the old ones, but are greatly improved in terms of wet traction and overall noise.

For the most part, the Evo X is still the quintessential Evolution. While the engine and transmission have changed, the car's lineage is obvious. The revolution on the X is the Super-All-Wheel Control (S-AWC), electronically coercing 3400 pounds to perform unnatural feats of track acrobatics. S-AWC consists of Mitsubishi's Active Center Differential (ACD) that splits power between the front and rear wheels (depending on traction conditions), Sport ABS systems, the Active Yaw Control (AYC) differential (vectoring torque between the rear wheels to help rotate the car), and Active Stability Control (ASC) to bind them.

Although systems such as AYC and ACD are already in use on Japanese Evos and operate in much the same way, S-AWC goes to another level by integrating AYC action, individual wheel ABS brake activation and front-and-rear power distribution to control spins, slides, and understeer. All systems talk to each other via the ASC and continually monitor steering, throttle, brake pressure, wheel speed, and yaw inputs to ensure the Evo X is always doing what the driver wants, minimizing the need for large or snap steering inputs and corrections. The Evo X almost drives itself around the track. Only seasoned drivers will know when ASC is intervening with some severe butt-saving action, because the car just refuses to spin, giving even more sphincter-pinching satisfaction than previous Evos-if that's possible.

Luckily, for track drivers who don't like the unnatural feel of ASC intervention, it can be turned off in two stages. Stage one disables the ABS control of individual wheels in understeer and oversteer conditions, while still enabling rear-wheel braking control to help the AYC. The second stage disables AYC braking control, giving essentially JDM Evo IX feedback with Evo X hardware. It will also give curious passengers another button to play with.

There isn't much to hate in the Evo X. It's still a far cry from what a luxury performance sedan should be, as the econobox interior is a bit of a mismatch with the techno-wonder performance. But it's another victory for the US performance mass market. Think of it this way, at least now you can sell the wife on buying an Evo because it comes with an automatic option.