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ORDINARILY, QUICK ESTATE cars don't advertise their dynamic abilities all that loudly. Take AMG, Mercedes-Benz's performance arm, and its subtle but ballistic station wagons. Or BMW's rumoured M5 Touring. All of these are supercars in sheep's clothing, and it'd take a fairly committed anorak to mark them out from their respective standard models.
The Mitsubishi Lancer Evolution IX Wagon, however, is exactly the opposite.
You're not likely to mistake one for an ordinary Lancer estate, partly because that car isn't sold here, but mostly because the Evo Wagon makes such an unmistakeable visual statement of intent that it simply looks fast standing still.
Most of the Wagon, from the C-pillars forwards, is virtually identical to the sedan. This includes the pumped-up bodywork, various aerodynamic aids, as well as the wheels and braking system.
The rear is unique, and quite bluffly attractive. That said, you do wish that Mitsubishi had gone to the trouble of whipping up tail lamps that follow the contours of the flared rear wheel arches, instead of filling the gaps with some plastic add-ons. This aside, there's little to complain about the way the car looks.
The Wagon is actually available in overseas markets in both manual and automatic guises. We get the auto only, though.
The donor gearbox is the unit from the Mitsubishi Airtrek Turbo, a five-speed automatic. The only downside is that mating the auto 'box to the Evo IX's engine has necessitated the removal of Mitsubishi's MIVEC variable valve timing system, as well as some fairly substantial de-tuning.
The Wagon's 2.0-litre engine develops 272bhp, down from the sedan's rather conservative-sounding 280bhp output. Still, there's enough grunt for the Wagon to dispatch the 0-100km/h sprint in X.X seconds.
The Mitsubishi Lancer Evolution IX Wagon, however, is exactly the opposite.
You're not likely to mistake one for an ordinary Lancer estate, partly because that car isn't sold here, but mostly because the Evo Wagon makes such an unmistakeable visual statement of intent that it simply looks fast standing still.
Most of the Wagon, from the C-pillars forwards, is virtually identical to the sedan. This includes the pumped-up bodywork, various aerodynamic aids, as well as the wheels and braking system.
The rear is unique, and quite bluffly attractive. That said, you do wish that Mitsubishi had gone to the trouble of whipping up tail lamps that follow the contours of the flared rear wheel arches, instead of filling the gaps with some plastic add-ons. This aside, there's little to complain about the way the car looks.
The Wagon is actually available in overseas markets in both manual and automatic guises. We get the auto only, though.
The donor gearbox is the unit from the Mitsubishi Airtrek Turbo, a five-speed automatic. The only downside is that mating the auto 'box to the Evo IX's engine has necessitated the removal of Mitsubishi's MIVEC variable valve timing system, as well as some fairly substantial de-tuning.
The Wagon's 2.0-litre engine develops 272bhp, down from the sedan's rather conservative-sounding 280bhp output. Still, there's enough grunt for the Wagon to dispatch the 0-100km/h sprint in X.X seconds.
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DRIVING IT
The steering is extremely precise, and quite quick, just like the sedan's in fact. Unfortunately, the Wagon's giant turning radius, which makes manoeuvrability more than a little difficult, is also inherited from the sedan. Body control is excellent, though, and the ride is surprisingly pliant.
This added cushiness is probably due to the extra weight of the estate graft dampening excess vibration, but most people will likely find it a very welcome change over the hard-riding sedan.
Like the sedan, push the Wagon hard and you'll find grip levels to be extremely high. You're likely to run out of nerve before you unstick the car from the road. And even if you're very silly with your inputs, the default cornering stance is safe, stabilising understeer.
The Evo Wagon boasts the sedan's trick Active Centre Differential, or ACD. This bit of tech has special settings for driving on gravel, tarmac and snow-covered roads. The last might not be directly relevant here, but should still be useful in very wet conditions.
What the Wagon doesn't get, however, is the sedan's ultra-sophisticated Super Active Yaw Control. This isn't really too big a deal, as you're unlikely to want to thrash the Wagon in quite the same way as you would the sedan.
The key distinguishing feature between the two cars, bodywork aside, is the gearbox. While you can't help but expect Evo IX sedan-levels of performance from the Wagon, this is actually the wrong way to look at things. After all, the Wagon is meant to be a more useable, and easier to drive alternative to its road-going rally rocket sibling, so you really shouldn't be surprised that the driving experience seems that much more muted.
What the gearbox seems to have done is to smooth out the engine's otherwise explosive delivery. Power now comes in a long, linear surge that never quite seems to let up.
Gearchanges are quite smooth, and the manual override function proves pretty responsive, but don't expect ballistic off-the-line acceleration. That said, the engine still feels very torquey, though, and doesn't seem any worse off for the lack of MIVEC variable-valve timing. In other words, you're not likely to feel short-changed in terms of overtaking ability.
The steering is extremely precise, and quite quick, just like the sedan's in fact. Unfortunately, the Wagon's giant turning radius, which makes manoeuvrability more than a little difficult, is also inherited from the sedan. Body control is excellent, though, and the ride is surprisingly pliant.
This added cushiness is probably due to the extra weight of the estate graft dampening excess vibration, but most people will likely find it a very welcome change over the hard-riding sedan.
Like the sedan, push the Wagon hard and you'll find grip levels to be extremely high. You're likely to run out of nerve before you unstick the car from the road. And even if you're very silly with your inputs, the default cornering stance is safe, stabilising understeer.
The Evo Wagon boasts the sedan's trick Active Centre Differential, or ACD. This bit of tech has special settings for driving on gravel, tarmac and snow-covered roads. The last might not be directly relevant here, but should still be useful in very wet conditions.
What the Wagon doesn't get, however, is the sedan's ultra-sophisticated Super Active Yaw Control. This isn't really too big a deal, as you're unlikely to want to thrash the Wagon in quite the same way as you would the sedan.
The key distinguishing feature between the two cars, bodywork aside, is the gearbox. While you can't help but expect Evo IX sedan-levels of performance from the Wagon, this is actually the wrong way to look at things. After all, the Wagon is meant to be a more useable, and easier to drive alternative to its road-going rally rocket sibling, so you really shouldn't be surprised that the driving experience seems that much more muted.
What the gearbox seems to have done is to smooth out the engine's otherwise explosive delivery. Power now comes in a long, linear surge that never quite seems to let up.
Gearchanges are quite smooth, and the manual override function proves pretty responsive, but don't expect ballistic off-the-line acceleration. That said, the engine still feels very torquey, though, and doesn't seem any worse off for the lack of MIVEC variable-valve timing. In other words, you're not likely to feel short-changed in terms of overtaking ability.
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INSIDE IT
The best things about the interior are the immensely supportive front seats and the Momo steering wheel. The rest is pretty utilitarian. Everything's very clearly laid out, and the instrument pack is a model of legibility, but the overall effect is deeply, deeply sombre. |
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The boot isn't vast, surprisingly, and the floor is quite high. Wheel arch intrusion is also pretty pronounced but that said, the extra space over the sedan is still very useful. You can also lower the rear seat backs to form a very flat load area, and there's a whole bunch of underfloor storage compartments, too.
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DOLLARS AND SENSE
The Evo Wagon lists for $125,988 with COE, which is the same as what the sedan goes for. In those terms, it does seem that you get a lot more car for your money.
VERDICT
Don't think of the Evo Wagon as an Evo IX sedan with more boot space, it isn't. It's got enough of the sedan's ability to make the more practical-minded boy racer still feel quite at home, but adds sufficient usability to make the dynamic trade-off worthwhile.
NEED TO KNOW
Model : Mitsubishi Lancer Evolution IX Wagon
Engine Type : 1,997cc, 16V in-line 4
Max Power : 272bhp at 6,500rpm
Max Torque : 343Nm at 3,000rpm
Gearbox : 5-speed automatic
Top speed : 180km/h
0-100km/h : X.X seconds
Price : $125,988 with COE
Warranty : 1 year / 20,000km
Contact : Cycle & Carriage Automotive
Telephone : 6473-9722
PLUSES
Very quick, handles sharply, and rides very well
MINUSES
Not as mental as the sedan, obviously, and the boot isn't that huge
VERDICT
Quick, easy to drive and looks the business
SIMILAR CARS WE HAVE DRIVEN
Subaru Legacy GT Wagon (A) $104,500 with COE
A very subtle alternative to the Evo Wagon, the Legacy GT Wagon also packs a turbocharged punch. It isn't quite as powerful as the Mitsubishi, and the autobox only comes with four ratios but the Subaru makes up for this with a very well-built cabin and a large, eminently useable boot.
Volvo V50 T5 (A) $135,000 with COE
If you're looking for a Continental take on the quick estate, Volvo's turbocharged V50 might be right up your alley. Although it's the least powerful car here, the V50 is still pretty darn quick and handles well. The car also boasts the best cabin by far in terms of design and build quality.
The Evo Wagon lists for $125,988 with COE, which is the same as what the sedan goes for. In those terms, it does seem that you get a lot more car for your money.
VERDICT
Don't think of the Evo Wagon as an Evo IX sedan with more boot space, it isn't. It's got enough of the sedan's ability to make the more practical-minded boy racer still feel quite at home, but adds sufficient usability to make the dynamic trade-off worthwhile.
NEED TO KNOW
Model : Mitsubishi Lancer Evolution IX Wagon
Engine Type : 1,997cc, 16V in-line 4
Max Power : 272bhp at 6,500rpm
Max Torque : 343Nm at 3,000rpm
Gearbox : 5-speed automatic
Top speed : 180km/h
0-100km/h : X.X seconds
Price : $125,988 with COE
Warranty : 1 year / 20,000km
Contact : Cycle & Carriage Automotive
Telephone : 6473-9722
PLUSES
Very quick, handles sharply, and rides very well
MINUSES
Not as mental as the sedan, obviously, and the boot isn't that huge
VERDICT
Quick, easy to drive and looks the business
SIMILAR CARS WE HAVE DRIVEN
Subaru Legacy GT Wagon (A) $104,500 with COE
A very subtle alternative to the Evo Wagon, the Legacy GT Wagon also packs a turbocharged punch. It isn't quite as powerful as the Mitsubishi, and the autobox only comes with four ratios but the Subaru makes up for this with a very well-built cabin and a large, eminently useable boot.
Volvo V50 T5 (A) $135,000 with COE
If you're looking for a Continental take on the quick estate, Volvo's turbocharged V50 might be right up your alley. Although it's the least powerful car here, the V50 is still pretty darn quick and handles well. The car also boasts the best cabin by far in terms of design and build quality.
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