ONE OVER THE EIGHT (some text hidden) --NONE--

BY ANDY ENRIGHT

Introductionword count: 117

The Mitsubishi Lancer Evo IX marked the gradual winding down of the Evo cult in the UK. Faster and more capable than any Lancer Evo model to date, it was a car whose time had come and gone, the big Evo sales having come with the VIII. By 2005, many punters recognised that the Evo was now an old car and were increasingly moving onto new things. That and the rise of so-called 'chav culture' banged nails into the Evo's coffin from which it could only recover with the radically different Evo X. As a used car, the Evo IX therefore represents decent value for money as long as you can live with the rather loutish image.

Modelsword count: 12

Models Covered: (4 dr saloon 2.0 petrol [MR, FQ-300, FQ-320, FQ-340, FQ-360])

Historyword count: 181

The Evo story is long and convoluted so I'll try to keep things simple. Most of the British public didn't really catch on to what Mitsubishi was offering until the sixth generation Evo, as none had been imported to the UK. The aggressive Evo VI gained huge cult appeal but was killed off and replaced by the more urbane and relatively unloved Evo VII. This morphed into the EVo VIII, a car that was officially imported for the first time and which sold in massive numbers. Its replacement, the Evo IX wasn't massively different, the front end reverting to the smoother, less beaky look of the Evo VII. The most fundamental change was the engine, now incorporating MIVEC variable valve timing. The Evo IX was dogged by leaked pictures of its replacement arriving at regular intervals throughout its life, showing it up as the old stager it was. While Subaru managed to shoot itself squarely in the foot with the styling of its replacement Impreza, the Evo X design studies garnered almost universal approval. The X finally arrived early in 2008.

What You Getword count: 254

Although the IX looks superficially similar to the VIII, there is a huge array of changes. The key is the engine with that MIVEC variable valve timing system. Although the old Evo powerplant was massively superior to its key rival, the Subaru Impreza STi, in the way it deployed its torque low down, the MIVEC engine further widens that gulf, improving throttle response low down and disguising the minimal lag of the turbocharger. A lengthened turbo diffuser also helps low end tractability. A three per cent improvement in fuel consumption and emissions are also offered. The styling has evolved too. The front end 'beak' of the Evo VIII has been ditched, the latest car returning to the WRC-lookalike grille of the old Evo VII, albeit with a redesigned front bumper assembly with additional cooling ducts. A rear diffuser also features, as do lightweight five-spoke Enkei alloy wheels. In the interests of saving weight, even the rear wing is hollow. There was never too much to provoke complaint about the Evo VIII interior, being functional if not overly stimulating. The IX continues this theme, offering a roster of standard equipment that could shame many sports cars costing twice the price. If you're a little broad in the beam, the figure hugging leather and alcantara Recaro sports seats may feel a little constricting, but its impossible to take a dislike to the leather-trimmed Momo steering wheel, the standard fit air conditioning and electric windows and mirrors, plus the Thatcham Category One alarm and remote central locking.

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