Is it always a good thing to grow up? In the case of the Mitsubishi’s legendary Lancer Evolution, perhaps not. This isn’t a Luddite rant, however; the new Evo X is a terrific machine. It’s brutally quick and proffers phenomenal levels of grip, and it will make almost any pilot look like a pro. So why are we not won over by all the advancements embodied in this latest four wheel drive wonder?

Let’s start with its appearance. Previous Evos looked the way they did because a humble family sedan had been pressed into service as a rally rocket; the scoops, spoilers, and flares were there to cool and contain the hardware within. It wasn’t pretty, but it was honest. This all-new version—while undeniably aggressive and purposeful—seems a bit contrived. Its tall and tippy stance certainly doesn’t help, exacerbated as it is by cavernous wheel well openings that make the stock wheel/tire combo appear anemic.

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Inside things aren’t much better. While indeed more contemporary in cockpit architecture, it’s not built like Mitsubishis of yore; the plastics are low rent and easily scratched. Not only does this undermine the sense of rock-solid toughness the old car served up, it scuppers any pretensions the Evo X has to be a valid competitor to the BWM 135i or other, more upmarket, rivals. On a brighter note, touch-points like the wheel, shifter, and Recaro seats are terrific (though the rally-style mountings of said butt clenchers are too low for good sightlines in anyone under six foot). Control weightings are also consistently excellent, and the pedals well laid out for heal/toe antics.

This Lancer Evolution marks the start of a new engine family for the line. Gone is the 4G63 iron block series, which not only was bombproof far beyond its factory output, but thrilling when stirred. Seems it couldn’t pass upcoming emissions regs, though, so in its place is the all-new aluminum block 4B11, still displacing two liters.

It uses all the modern tricks, including MIVEC variable intake and exhaust, to pump out 291hp and a robust 300lb-ft of torque. And while it does away with the power-sapping balance shafts of previous Evos’ engines, it is really no more potent—and much less characterful. Its delivery is a bit thin, with none of the intoxicating rush once it hits boost that makes milspec weapons like the X’s predecessors or Subaru’s STI so thrilling. And it sounds like a vacuum cleaner.

The GSR model comes with a classic five-speed manual, with a nice spread of ratios and firm, positive engagement. About the only issue is a short top gear, which results in noisy highway progress for the Mitsubishi, as the engine is turning 3800rpm at typical speeds. The MR version (not tested) introduces the company’s first twin-clutch automated manual, TC-SST, along with a raft of other tweaks.

None of this would matter too much if the new Evo’s chassis and steering served up the same level of driver involvement as the VIII and IX iterations did. But steering that was surgically precise, sending back detailed reports from the front contact patches, has been anesthetized. While this makes the new Mitsubishi’s helm a bit less frenetic and less prone to ‘sneeze factor’, that very ferociousness was what used to define the Evo experience.

The chassis of the Evo has always been something of a technology showcase; this is even more pronounced now. There’s Active Center Differential (ACD) that varies front to rear torque bias, Active Yaw Control (AYC) that vectors power side to side across the rear axle, and Active Skid Control (ASC), tied into the more powerful ABS. The cherry on top is S-AWC. Super-All Wheel Control monitors everything to make this latest Lancer feel as if on rails. Even with stability control turned off, there’s almost no oversteer; urge is vectored into forward motion. And more sensors plugged in to more powerful computers means it will outgun the older models on track.

What’s been lost is a critical measure of the ‘analog’ feedback of old. This more thoroughly digitized Evo can no longer be driven on the nose; after a sharp turn-in, it washes into stabilizing understeer. While judicious trail braking or aggressive drop throttle will induce it to rotate, the electronics keep it from ever developing the kind of rear slip angles that make for fun—albeit slower—progress. Combined with the less incisive steering, it makes the car feel as if it’s been dumbed down for the masses. At least the brakes are still up to snuff. 13.8” front and 13.0” rears gripped by Brembos fixed calipers are firm and linear in feel, indefatigable in use.

It’s still quick as well: sixty being dispatched (despite a modest weight increase) in about five seconds, the quarter in the high thirteens. And this newest Evo does post faster lap times. It’s also more refined in ride and NVH. But that’s not what such a machine should be about! In trying to entice potential new clients with such attributes, Mitsubishi has blunted the very instrument it had used to build its current, loyal customer base. There are also many more competitors vying for enthusiast buyers than when the VIII debuted.

The hope here is that future Evos get the benefit of starting from a better baseline—one boasting a more rigid structure, better daily liveability, etc—leaving more scope for development. Perhaps by the time numbers XI and XII arrive, Evo fans will be able to unequivocally rejoice in evolution.

Price as tested: $35,640

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