"Are very close in many ways: four-wheel drive, 280 hp, turbocharging, 17-inch wheels with Bridgestone tires, Bilstein shock absorbers, Brembo brakes. You can argue to the point of hoarseness about the features of the settings of the active differentials "Lancer" or talk about its aerodynamics. But rest assured: Subaru will oppose equally effective and interesting developments. In general, such cars are always eager to be tested in battle, to find a fine line between the capabilities of the car and their own.
WARM UP.
Outside the windows, endless autumn rain. Therefore, we put off measuring the dynamics for the time being, but, taking advantage of the bad weather, we try on cars for everyday life. They even have Isofix clips for child seats! And yet, counting the armrests and cup holders in these cars is too prosaic. After all, barely finding yourself in the arms of tenacious seats, feeling serious efforts on the pedals, feeling the racing temper of six-speed gearboxes, you begin to look at many things differently. It is not so important whether the interior is trimmed with fabric or leather, or soft or hard plastic of the instrument panel. The main thing is that all this should be subject to a single ideology: hold, fix, be comfortable, grasping, understandable and well readable.
A slight advantage is still for Subaru. His style is more expressive, more effective, brighter. In addition, the instrument cluster is more convenient, like the steering wheel, and the "twists" of the ventilation system. But "" contrasts the emotionality of the interior decoration of "Impreza" with an excellent sports seat, made as if to order, just for me. And the gearbox in Mitsubishi works more accurately, insuring against errors when switching.
First driving impressions give the Lancer a slight advantage. The suspensions are more comfortable, in everyday life it is clearly simpler, clearer to operate, even despite the very sharp steering wheel. Where "" begins to "rest" a little at the entrance to the turn, "Mitsubishi" effortlessly follows the chosen trajectory. But Subaru takes its toll with a more comfortable, high-torque and much less noisy engine, clearly demonstrating the advantages of an additional 500 cubic meters of working volume. The rest of the "Impreza" is tougher, requires more attention from the driver, reluctantly forgiving mistakes in management.
THE BASIC INSTINCT
The tachometer needle froze at the five thousandth mark (when the gear is engaged, the electronic limiter "protects" the clutch, not allowing the engine to spin more strongly). Start! "Lancer Evo IX" jumps forward, but then the revs drop to 2000. Approximately half a second turbine confusion seems like an eternity. Finally, at about 3000 rpm, a hurricane jerk follows, accompanied by a hard metallic roar of the motor that has gained power. The gears clicked, the steering wheel trembled in his hands, which immediately became too sharp, the dynamometer road bars flashed. It seems that this energy cannot be quieted, but after about one and a half kilometers the transmissions are exhausted and the acceleration rate is weakening. The remaining 3-4 kilometers of the maximum speed "Lancer" is already picking up on the sly. In principle, it is very emotional, and the engine spins great - up to 7500 rpm, but the start spoiled the picture a little. Try to play with the clutch? The lost fractions of a second have been made up, but the smell of burnt linings reminds: this technique should not be abused.
At first glance, everything is in order with handling. "Evo" and provokes hooliganism. But with increasing speed, the behavior of the car becomes more "straightforward". He seems to willingly dive into a turn, but then, under the thrust, he inexorably begins to straighten the trajectory. Throttle release, steering wheel turn, but the car reacts very lazily to the driver's commands, requiring only one thing - to slow down. Attempts to swing the "Lancer" in advance, at the entrance to the bend, lead to a sharp skid of the rear axle, which immediately flows into too wide side slip. I remember that the Evo VII drove in a completely different way. Here, body rolls are clearly large for a sports car, obviously - the "merit" of rather comfortable suspensions. I go through the transmission settings: "asphalt", "gravel", "snow" - the situation changes a little. But as soon as you press the accelerator well, the Lancer still plows out of the corner.
The Subaru Impreza WRX STI has a less sharp steering wheel. Several movements of the gas pedal, and the car, as if driven by a compass, obediently hangs in a controlled skid. The overload imprints the body into the lateral support rollers so that you don't want to move your hands again. "Impreza" is logical and obedient: pressed the gas - shifted out of the corner, removed - smoothly went inward. Although “smoothly” is, of course, not entirely accurate, rather “expected”. He overdid it a little with the thrust, wagged aft, and the seemingly meek Impreza fired in an arc so that the road immediately became narrow, and the thought with a hammer in my head: “Just don't miss it!”. A little later we will find a common language, we will begin to understand each other perfectly, but this car will still not forgive familiarity.
Recovering myself, I remember the adjustable blocking of the central differential (there are also interwheel ones, but they have factory settings). It turns out that by switching to "manual control", you can make your life a little easier by correcting the explosive nature of the car. With the center completely locked, the car becomes more straightforward, somewhat similar to the Lancer. Having gained freedom, "Subaru" is clearly more willing to go into turns, but less stable in side slip control.
Starts "Impreza" more confidently "Lancer", allowing you to honestly drop the clutch and immediately, without tweaks, get the most intensive acceleration. The close gear ratios of the transmission and the "cut-off" at lower revs (7000) lead to the fact that almost on the first kilometer the driver goes through all six gear stages. Then he simply waits for the car to reach its maximum speed, which is as much as 10 km / h lower than the Lancer. Oh, no wonder the creators of the latter were carefully engaged in aerodynamics!
ETERNAL BATTLE
Their rivalry cannot be pacified. As in races, then one, then the other breaks out into the leaders, bit by bit winning back seconds, kilometers, points. The latter, for sure, would have changed a little on different roads, in different weather, on different tires. And depending on habits, priorities, driver training. On the asphalt, Subaru Impreza STI is tougher, more aggressive, and more interesting to drive. However, this does not mean that Lancer Evolution IX is less expressive. It is faster, more dynamic, although there is a little less rally "anger" in it. In general, both cars are worthy graduates of higher automotive schools. Therefore, the sympathies of the experts were distributed fifty to fifty. And the scores are just a little different ...
Sergei Voskresensky: “The duel of cult cars forced us to reconsider the established stereotypes. It turns out that the famous "Lancer Evolution" - although very fast, but more peaceful than it seemed before, more "civil" and practical car. He lost two tenths to his interesting and tough opponent. "
LANCER EVOLUTION IX - PRESERVING THE RACING STATE, EXPLOSIVE, UNCONTINUED CHARACTER, MANAGED TO BECOME CLOSER AND UNDERSTANDING TO AN ORDINARY DRIVER.
Overall rating 7.9
Impressive acceleration dynamics, handling and smoothness calibrated for everyday driving, comfortable seat.
Noisy engine, not very expressive behavior on the road in "combat" modes.
The automotive world is full of strife, not only in racing but also among manufacturers. It happens that fierce resistance unfolds on both fronts. As a result, fans of each of the models prove that it is technically more advanced. And at the same time, sports fans follow the results of the races of these very cars.
Such a struggle unfolded between two high-speed Japanese rally cars: Subaru WRX STI and Mitsubishi Lancer Evolution. For almost twenty years, these two four-wheel drive cars competed head to head, and no one could say for sure who was stronger.
Today, the same legendary rally cars have come together in a new struggle - on the secondary market. Their main trump cards are who is more tenacious and more reliable, cheaper and more practical to operate. But here, too, rally cars run into each other again: roughly equal prices, similar cost of components and spare parts.
The only caveat is that Mitsubishi is considered more practical, but here it is more likely Subaru's wine as a brand and its image. The high cost of maintaining boxer engines, ardent fuel and oil consumption (by the way, inherent in Evolution) - all these rumors played a cruel joke with Subaru, and Evolution was and remains more in demand on the secondary market and is considered more reliable.
Confrontation history: the birth of the Subaru Impreza and the Mitsubishi Lancer Evo
Initially, both cars had purely sporting tasks. In 1992, both Mitsubishi and Subaru lagged far behind in racing. Galant VR-4 and Legacy RS models did not bring trophies, so the Impreza and Lancer Evo began their birth.
These cars managed to win high awards - second and third places in some rallies in Europe. Thus began a life-and-death struggle. A couple of years later, Subaru released the first WRX STI. Lancer Evo also did not lag behind and evolved every day. During the existence of the models, a huge number of generations have changed: the sporting fate of both models forced them to develop in a big hurry.
At their core, the cars were not conceived as sharp rivals, but they turned out to be so similar in characteristics that a struggle ensued. Four-wheel drive and powerful motors, the only striking difference is the boxer engine from Subaru. The rest of the cars became brothers, which did not lead to friendship between the fan camps of the two models.
In one period of time, Subaru were stronger, in another - Mitsubishi, and this "boat" swung from side to side more than once. Classic fans will admit that the modern WRX STI is not what it once was. Nevertheless, in this long confrontation Subaru can be counted as a technical victory, since the Lancer Evo ... just rolled off the assembly line and departed into the past.
The differences are not fundamental
The main “plate” and foundation of this eternal struggle is that the two cars are too similar to each other. The most interesting thing is that cars have different motors, fundamentally different suspension settings, transmission is different ... but at the same time they are painfully similar.
Such was the paradox. For example, in its latest generation, the Evolution X was equipped with a 2-liter turbo engine with a capacity of 295 horsepower. While the WRX STI got half a liter more, and its turbo 2.5-liter engine produced 300 "horses". Now that the Lancer Evo is a thing of the past, the STI in the already new body is still produced with the same settings.
According to the Evolution passport, it is heavier, therefore, slower - in acceleration, the WRX STI surpasses it by a whole second, and in the world of racing this can be fatal. The top speed of Subaru is also higher - 264 kilometers per hour against 255 for Mitsubishi. The Subaru sedan has a larger trunk and fuel tank, but it is not equipped with any systems for passenger comfort.
Air conditioning, CD changer, light and rain sensors and heated seats all came to the Evolution X. Including the abundance of options and electronics made it harder, and moving away from the main ideology of the race and the "bushido path" could ultimately be the the very factor due to which the Lancer Evolution ceased to be released.
Rally "Japanese" on the secondary market in Russia
These cars are like the heroes of a beautiful samurai legend. They attract attention and literally make any fan of speed at least occasionally look at how much you can buy such a car nowadays.
Let us immediately mark the important thing: these cars themselves do not live long, they have a limited resource, plus, due to the high power of the car, these often become participants in road accidents. Let's consider only some of the bodies:
- Subaru WRX STI II restyling;
- Subaru WRX STI III;
- Mitsubishi Lancer Evolution IX;
- Mitsubishi Lancer Evolution X.
Although we have included older cars in the list, the "ninth" Evo and the second WRX STI in restyling, nevertheless, we advise you to opt for the latest bodies. Both of them have been produced for 10 years now, and during this time not too many cars have survived.
Lancer Evo X can be bought from a million rubles, while the car will already be old and with high mileage. These cars have 295 horsepower and four-wheel drive, and are also equipped with a 2.0-liter turbo engine. In the city, such a car will be extremely inconvenient, as it develops prohibitive speeds and does it quickly.
Plus, the resource is not too high for both the motor and the turbine. On average, once a hundred thousand kilometers, the turbine needs to be changed, and such a procedure costs, according to conservative estimates, about 100 thousand rubles. In addition to the low resource of everything and everything - and for fast and racing cars, the resource of consumables is certainly not high - there are no other problems with cars. It is only important to check them for an accident - they are often hit because of their speed.
A similar situation is with the WRX STI - also four-wheel drive, also a turbine, but you can find such cars in the secondary market from 700 thousand rubles. This is explained quite simply: the rally Subaru has a boxer engine, which makes it even more difficult and expensive to maintain, and these cars also have incredible insurance prices.
The WRX STI model is in a "special zone" in terms of insurance - one of the most emergency cars, because it is very difficult to drive, it is like a devil on wheels. CASCO for this car can cost 200 thousand rubles or more, regardless of your length of service.
In the case of Evo and STI, pay attention to road accidents and insurance payments - often these cars are “killed”. Let's check several cars with the Autocode service and see what is wrong with them.
For Impreza WRX STI 650 thousand - the price is slightly lower than the market. It should be assumed that the car either had accidents or mileage was twisted.
According to the Autocode report, the car previously had a mileage of 178 thousand kilometers, while the ad said 120 thousand. Given the extremely low resource of sports cars, it should be said that this is a serious test for a car. In addition, judging by the photo, earlier the numbers either belonged to another Subaru, or the car was blue, but became gray. An additional reason to ask questions to the seller.
Another Subaru is for sale in St. Petersburg. The price corresponds to a completely clean and serviceable car. Let's see if this is so.
The car does not have a diagnostic card, so only analytical mileage is available. But the car had two calculations of repair work - that is, it was beaten, and it needed repair.
However, everything is not so scary - in total, from two cases, the repair did not become more expensive than 2 thousand rubles. The car is clean, you can see it.
Evo owners like to cover up the number on the photo in the ad when selling, and we were able to find only one car ready to be checked.
The run is fair, and the only problem in the report is the calculation of insurance repair work. There are only two calculations, it is worth looking at how serious they are in terms of amounts.
Both cases are more than 250 thousand rubles. It is worth looking at how well the repair was carried out and whether the power elements were not damaged. If everything is ok, you can bargain.
Rather predictably, the scourge of these cars lies in road accidents. They get into accidents, they are repaired and sold further. But after the repair it is no longer the same car that was new from the assembly line. Therefore, it is better to refrain from buying a broken car and look after yourself a car without accidents.
Which of these models is attractive to you? Leave comments at the bottom of the text.
For more than 20 years, the Subaru Impreza and Mitsubishi Lancer Evo have been competing to be the best driving car of all time. And while both cars remain superb road rally cars, the Subaru Impreza has always been better, and here's why ...
1. The legendary Colin McRae won on it
Colin McRae is the world's greatest rally driver, equally excellent on asphalt, gravel and snow tracks. He was the one who inspired me when I was a child. Colin McRae Rally was the best game of the time. This car was good enough for a legend like Colin McRae, so isn't she good enough for you?
2. The sound of its engine cannot be confused with anything
Yes, the Imreza has the unique engine sound that its boxer engine delivers. Even those who do not like this car pull themselves closer, like homeless people to the fire, when you start to "play" the gas pedal at the next auto event.
3. He's more discreet
The Lancer Evo, with all its spoilers and wheel arch extensions, cannot hide its muscles in any way, which is definitely not to the liking of an older audience. Take the Impreza WRX, remove all spoilers from it, and you can "fly" under the radar without attracting too much attention.
4. It has an air intake on the hood
It may sound childish, but being able to get a car with an air intake from the factory is just great!
5. Subaristas are more friendly and active
You can see a variety of Impreza at all kinds of automotive events. There are clubs of this model in every city of any country. Does the Lancer Evo have this? Mmm ... no!
6. It has its own unique color scheme
From time immemorial, car enthusiasts have associated car brands with specific colors: Ferrari red, Jaguar racing British green, Lamborghini yellow. The Impreza WRX is unmistakably identified by its unique Mica Blue and gold-colored wheels.
7. Many special versions have been released
Since Colin McRae started winning stages in the WRC, Subaru has been releasing all sorts of specials to celebrate the success. There are really a lot of them: RB5, P1, R205, but the most famous is probably 22B (pictured above), which was made in honor of the 40th anniversary of Subaru.
8. Even with a hatchback body, it looks good
Imreza WRX has always been produced with a sedan body (sometimes a coupe), but in the penultimate generation, a hatchback version first appeared. We were very much afraid that the company would ruin everything, but the car turned out, at least, not bad, especially in the WRX STi version.
9. He survived the Lancer Evo
Mitsubishi killed the Lancer Evo this year and doesn't seem to be bringing it back anytime soon. And the WRX is breathing deeply and has now become a full-fledged model, not a "hot" version of the Impreza.
The top versions of Mitsubishi Lancer and Subaru Impreza are known to have seriously opposed each other on rally tracks. We scrupulously counted the number of victories, built up the musculature of the turbo engines, all-wheel drive transmissions became more and more sophisticated. But simpler modifications fought for the liking of the consumer with balanced decisions.
Marketers have decided to breed rivals. "Lancer" today is a bright, but respectable size, respectable sedan, on which even a spectacular aerodynamic package looks like an expensive suit.
"Subaru-Impreza" even in the "Sport" version is very modesty, however, firmly standing on the base 17-inch wheels. The photographer, accustomed to “love with his eyes,” muttered something about Korean motives. In his own way, he is right, although there is a hint in the rational guise of the Impreza: external restraint is only a shell.
They have different body types, as well as four-wheel drive transmission designs. But under the hoods, 2-liter engines are similar in capabilities.
BALANCED MAXIMALISM
Rough, hard plastic, restrained contours of the front panel, large, but completely memorable devices. It is difficult to fall in love with the interior of "Impreza". The gaze slides over the bumps and depressions of asexual design solutions. But other parts of the body disagree with this assessment: they are very suitable for the sports buckets of the front seats, the small gripping steering wheel, filled with the elastic force of the pedals. The car gives you a touch of individuality, cultivated in several generations of "Impreza". Of course, not everything is perfect. The steering wheel is too low, under which you have to squeeze, despite the adjustments, and then dive to see the tops of the instrument scales. The mirror is glued exactly in the middle of the windshield, the handbrake in the "combat" position rests on the knee. In a word, you sit down in the driver's seat even too tightly and this makes the Subaru seem more compact than it actually is. Once in the back, he noted with surprise: it is much more spacious than expected.
Of course, "Lancer" is also far from the standard and looks much simpler inside than you would expect when looking at the car from the outside. The same inexpensive, echoing plastics, in combination with which even the leather on the seats looks quite ordinary. And yet here it is somehow more spacious, brighter, more interesting. The eyes and other parts of the body do not come into the discussion. Juicy, bright instrument cluster, rich information display, comfortable steering wheel and pedals. The car does not offer a sophisticated fit, and its controls do not have an accentuated resilience and sporty spirit. Or maybe not? It is spacious here, easy to get in and out, change position in the unobtrusive coverage of the driver's seat. Of course, it is simpler than "Subarov", but quite convenient, moreover, it distributes loads well and is more versatile.
It seems that everything is with him: the spacious interior, the brightness of the colors, the quality of the finish. But something is missing. Aha: in the interior of "Lancer" there is not even a hint of what this comparison is for - four-wheel drive. Only a nondescript toggle switch on the center console outwardly distinguishes the most expensive version of the car. In general, if you decide to show off the non-standard capabilities of the car, you will have to take an excursion ... to the pit or to the lift. Or try to demonstrate the features in motion. Let's try?
STEREOTYPES AND REALITIES
About the sounds that dominate in the Impreza! Here the boxer engine rumbled deeply and deliciously, something echoed in the spinning gears of the transmission. By modern standards, all this is superfluous, at least for the usual version of the car, but it starts! Here's a spring on the grip, hands on the steering wheel. Let's start!
And here - the first serious disappointment. It seems that they have foreseen everything: the interior, imbued with sportiness, combat sound, there is even a slight tremor on the steering wheel. Moreover, "Subaru" willingly takes off, demonstrating amazing elasticity of the engine, even at low revs. The motor does its job confidently, but completely unemotionally. On this "Impreza" you can switch to 4000 rpm, and you can at 7000, the engine perceives it the same way. No, though! In the latter case, you will have to wait for the motor to slowly bring the tachometer needle to the speed limit zone. In one word - Euro IV! Not bad for everyday driving though.
The unexpectedly comfortable suspensions add to the confusion. Still not fully realizing how logical such settings are, I was surprised to find that the car rolls gently along the seams, joints, small irregularities. Moreover, at low speeds, it is quite friendly and more serious in ditches. But once you step on the gas, the Impreza becomes jumpy, prone to swinging. It turns out that its suspensions are not only soft, but also short-travel, which means that they are adapted to domestic potholes only conditionally.
A sharp and impulsive steering wheel comes into conflict with the suspensions, which at first you perceive with distrust: the car requires too much attention to itself, does not allow you to relax. Understanding of such strictness comes gradually, when with increasing speed "Impreza" behaves more confidently and more reliably in turns. Feeling the firmness of intentions, it seems to stick to the road, allowing you to calculate the trajectory down to millimeters. The driver only hints, making an almost imperceptible steering movement, while the car instantly executes the command. The disadvantages are related to the characteristics of the suspensions. In fast turns, unexpectedly large rolls and not always stable behavior on bumps interfere.
UNIVERSAL "ULAN"
"Lancer" immediately makes it clear: from its all-wheel drive is hardly worth expecting something unusual - playing with muscles, for example. No flirting with sports. The transmission scheme with automatic rear wheel engagement is borrowed from the Outlander XL and is focused primarily on control reliability. You can operate the "Lancer" and front-wheel drive, for the sake of economy. And only when necessary, for example on a wet or slippery road, remember the second drive axle. Therefore, on asphalt, first of all, you pay attention to other features of the car.
Engine and variator seem to be studying each other. One strained roars at maximum revs, and the other smoothly adjusts, diligently smoothing out the joint result. At first glance, it is too noisy and monotonous, does not evoke emotions. However, little by little it became obvious: smooth does not mean slow, and 150 horses under the hood of Mitsubishi are simply tuned differently and, in general, are no worse than Subar's. Moreover, at high revs the Lancer's engine is even more emotional. True, sounds are abundant! It is worth dropping the gas a little - "Lancer" seems to become quiet and agreeable. In some modes, it really is not as vociferous as the Impreza, and more comfortable. But there was a deep roar, caressing pride - here is an openly rattling, sharp sound from the muffler, to which, it is worth pressing from the heart, the tedious roar of the engine is added, and at high speed, aerodynamic whistles.
And yet the Lancer is much more versatile. The pendants don't try to appear more comfortable than they really are. The car, unlike the "Impreza", habitually shakes on small irregularities, it repeats the profile of the road in more detail. But the suspensions do not allow swinging in deep waves and are much more confident in coping with serious potholes.
Manageability is reliable and straightforward. Calm, balanced reactions, good feedback, stable behavior on straights and in turns. Alas, the Lancer does not like fast turns even in the all-wheel drive version. For the time being, he diligently bites into the asphalt, allowing you to feel the advantages of the second drive axle. But it is worth demanding more, the front-wheel drive car shifts outward, making it clear: "This is not mine!" "Impreza" -that made it possible to slide, driving a car, calculating the trajectory to the subtleties. All-wheel drive "Lancer" - rather for a more rational distribution of forces on the wheels. And no sports, no sliding!
RATING PRICES
These cars will not share any long-standing rivalry, or similar engines, or four-wheel drive. Looking at the prices, I dare to assume that there will be more four-wheel drive "Lancers" on our roads. And it's not just that Mitsubishi is more versatile, and Subaru-Impreza is more of a car for an individualist. It is also more expensive in a comparable configuration, and this greatly changes the requirements.
Our colleagues from the British auto magazine finally decided to dot the “i's” in the dispute, which more than once brought the participants of various fan parties to fights. Which model is better? Don't think that the body change and rebuild marks the end of the EVO lineup. No, nothing like that, just the image of the car is dictated by the International Automobile Federation (FIA), which compiles the regulations for rally groups N and A. Last chance to say "Goodbye!" a great model for designers - to pour into it absolutely all the achievements and developments of the company. The final three-fold "Hurray!", If you please.
Take EVO III for example. It was produced for only about a year, but the guys from Mitsubishi, having spent a lot of money, managed to achieve an excellent result.
And what about EVO VI? The model turned out to be so successful that it began official deliveries of the EVO to the UK. No wonder, however, because the Mitsubishi representative office could no longer suffer losses because of the "gray" dealers who imported EVO from Japan in whole trains. The Japanese have resurrected the Ralliart name by bringing a batch of EVOs made especially for Foggy Albion to the UK and preparing to launch the EVO VII series - a real revolution in design for the fastest Mitsubishi. The company's road cars department was no longer included in the sports program, that is, FIA no longer tied the hands of the designers with its regulations.
Mitsubishi lost a lot by not starting sales in the UK earlier - for example, together with Subaru. Fuji Neavu Industries, meanwhile, released the Impreza in late 1992. On European autobahns, the rumble of a Japanese boxer was heard in 1993, and a year later, the sobbing of the bypass valve was heard in the streets of Soho. It was a hit, backed up by the exploits of Colin McRae, who became the youngest world rally champion in 1995. The Impreza was a truly amazing success, and Subaru changed its image. Since then, it has not been a machine manufacturer for farmers, but a high-tech company.
Subaru's road car department once, like Mitsubishi, was closely associated with the sports department, reinforced by specialists from the well-known Prodrive. However, in 1997, when the Mitsubishi divisions were "divorced", Subaru teams continued to work in close cooperation and embodied a good part of the FIA \u200b\u200brequirements even in the conveyor Impreza. That is, anyone could go and buy a car from a local dealer, "like that Scotsman on TV." But do not think that in the meantime the EVO was completely "blown away" - no, Mitsubishi, along with Subaru, produced decent cars that could well participate in the competition of group N. Both for those and for others, very tempting marketing prospects opened up.
Subaru Impreza
While the main improvements to the EVO were engine and company, Subaru focused on the Impreza's drivetrain and handling. A driver controlled center differential is now standard on all Impreza WRX STi sold in England. Its task is quite clear: the driver chooses between the traditional symmetric drive (50% of the moment per axle and 25% for each wheel) and asymmetry (65% back and 35% forward), which makes it possible to choose the mode most suitable for your driving style.
Combined with the new screw differential, the Impreza makes it even easier to screw into corners under throttle. Subaru also worked on the chassis geometry - changed the wheel alignment angles, wheel and tire sizes. The base was "stretched" by 10 millimeters, aluminum was used in the suspension, which reduces unsprung masses, added meat "in the suspension attachment points, as well as reinforced wheel drives and hinges. The changes also affected the steering mechanism: the new rods were decorated with a damping valve so that the steering wheel did not beat when driving over bumps.
Of course, the engine was not ignored either. Changed the shape of the combustion chamber, installed forged pistons and new rings - the engine became much more fun to spin.
EVO Faster, more maneuverable and better equipped - this is how Mitsubishi engineers see the EVO IX. Before their talent not only for innovations, but also for the preservation of the former merits, it is worth taking off the cap. Discerning EVO aficionados will have noticed a new front bumper with wider air ducts, a larger intercooler window, a carbon fiber wing, new Enkei wheels and retouched lighting. But the main innovations were hidden away from prying eyes under the hood. It's about the MIVEC gas distribution system. In fact, the engine is the same good old 4G63 turbine unit that regularly drove all EVOs - the rally Galant VR4 and road cars of the late 80s.
However, the MIVEC system has significantly increased its potential. It is based on speed and load sensors - at low speeds it promotes better combustion, saving fuel and reducing emissions. If you stomp on the pedals, the emphasis shifts to filling the cylinders with mixture, optimizing air flow and maximizing efficiency. Although in "afterburner" modes, environmental issues are taken into account in their own way. It was MIVES that made it possible for engineers to remake catalysts and other suffocating belongings in the exhaust tract, which, in turn, now do not so much restrain the engine at low speeds, which affects efficiency.
Drive Mitsubishi Evo
It's been four days since the keys to the EVO got into my pocket, and I've never quite annealed it on it yet. Still, at seven in the evening, in the company of editor Steve, I met colleagues Neil and Map in the WRX STi. After a short stop at a gas station, we broke into a free highway. Our plans were to drive to death in order to fully test the capabilities of both cars. We were near the spot marked on rally legend Great Britain where Markus Grönholm crashed his Peugeot 206 before two other cars repeated his mistake in 2002.
That is, they chose the right place. A short run through Central Wales reminded us of the EVO's penchant for open spaces. Despite the losses in the transmission and ballast in the cabin, Mitsubishi is able to break away from Subaru.
The turbo engine with MIVEC is a real little evil factory that provides you with acceleration without delays and failures. The narrower and more winding the road, the more violently the EVO tears the asphalt with all four paws. Yes, we also have to thank nature for the fresh Welsh air, which contains so much oxygen.
In situations in which the EVO VIII FQ300 would have felt a bit dull, the EVO IX goes just fine! The fact is that MIVES has significantly increased traction in the lower range, that is, now the motor pulls "from the basement to the attic", and rather close gears complement it perfectly - in any situation you have the right gear selected, which eliminates the convulsive "jerking of the shutter ". On the third, fourth and fifth, acceleration is unabated. Yes, the sixth is also overclocking, and not "economical", as they would write in a magazine for housewives. We will be glad if you have a road that allows you to check all the transmissions in action.
Peak power shifts are tricky. God forbid you to throw off the gas when the clutch is squeezed out, turn on the gear and again immerse the pedal: give your passengers not weak overloads, especially if you have poor control of your right foot. Already from 3000 rpm, the engine picks up well, and at 3500 rpm the turbine wakes up, raising the pressure to 1.3 bar. It is worth noting that the engine has no "come" and "go" - if you graphically depict the boost pressure, you get a straight line. Even at 7000 rpm, the motor has a constant pressure of 1.1 bar, that is, in the entire upper range, it is ready for a "shot". Peak torque is already reached at 4400 rpm, and its range is wider than ever. EVO motors have always had problems with high rpm - the MIVEC system has corrected the "shortage". Now the power does not drop until the very cutoff. Although the motor may not be turned up to 7000, especially, I repeat, if you do not know how to clearly and quickly wield the box, switch early - you will not lose in acceleration. Most importantly, do not lower the tachometer needle below 3500.
Drive a Subaru Impreza
To tell the truth, Subaru after EVO seems to be sluggish - the engine turns not so aggressively, the peak ranges are not the same ... It gets tiresome to constantly switch to maintain revs in the area of \u200b\u200bmaximum return, although the box clicks, in comparison with the "EVO", is much more fun and easier.
Stop, however! Let's put aside bias, forget everything we felt while driving the EVO. The Subaru engine responds well to the "gas" - no jerks, delays, only acceleration corresponding to the revs. The turbo pickup starts at 3500 rpm, and the maximum torque, judging by the sensations, develops at around 3900. But unlike the EVO, around 5500, the motor turns sour, and you have to switch. The cutoff, like on EVO, is triggered at 7000, but we see no point in turning above 6000.
Undoubtedly, the Impreza is quite a comfortable car, you can roll it on the freeway and talk nicely on it, and not try to outburst the roar of the engine and the hum of wide rubber.
The suspension is also much more comfortable and radically different from the EVO's cornering behavior. Mitsubishi falls into the corner remarkably on the brakes and clearly shoots out of it under the "gas", Subaru falls to the front wheels when braking, and under the "gas" "dives" into the corner, but stands on the arc absolutely clearly. However, it is worth cutting corners at least in order to understand the operation of the transmission and differentials.
It can be scary to turn aggressively: the brain sticks to the right temple, then to the left, overloads make the heart beat faster.
Other cars respond to sharp turns of the steering wheel with a squeal of rubber, and lmpreza continues, as if nothing had happened, to punch the trajectory, refracting it in the direction set by the driver. And as soon as Subaru owners experience such heartbeats?
We mean the car turns just fine when you get used to the differential and traction distribution in tight corners, the suspension, the engine, and so on. That is, you start to feel the car. If the unity with the car has not yet happened, go for a drive in straight lines, go through a couple of bundles at low speed until you get used to driving. Merged with lmpreza? Now you can drown in!
VERDICT
I think when you read this text, you noticed our clear sympathy for EVO. Let's not lie, this is truly a supercar that gives the pilot an invaluable experience. Fast, connected with the driver at an intuitive level, "nine" is still the most predictable of the "Evolutions" when driving in extreme modes. Driving a Subaru is worth getting used to. Yes, and "foolishness" could be more in it. However, the new differential perfectly complements the symmetrical all-wheel drive design.
