2006 Mitsubishi Evolution MR Wichita KS

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The spousal unitÃA¢âA,A¬âA,A¢s suspicion detectors are at full alert. The dead giveaway must be my chipper mood. No oneÃA¢âA,A¬âA,A¢s fool, she knows that the odds of my awaking at dawn on a weekday morniwith a radiant smile are roughly on par with the L.A. Clippers trouncing the Lakers. Every dog has his day. ÃA¢âA,A¬ÅA"OK, mister. What car are you getting?ÃA¢âA,A¬ÂA_ ÃA¢âA,A¬ÅA"Oh, just a Mitsubishi. A Lance

But that night when she gets home from work, even this wonderful woman – whose auto awareness is roughly equivalent to that of a paving stone – knows instantly this week’s test buggy is no generic subcompact sedan. (“Man, that’s one hot machine” was the way she put it, drawing out the first word in near awe.)

Man, indeed. Even parked, Lancer Evolutions tend to emit automotive testosterone. And this example, in primordial graphite gray and sprouting front spoilers, winglets across the back of the roof and an outrageous body-colored rear wing all designed to combat lift, is so brutal it’s beautiful. And it just happens to be the MR, the ultimate in Lancer lethalness.

Mitsubishi has a decades-long legacy of performance machines and the 2006 Evo has evolved significantly. The original Eclipse turbos and the advent of the Internet helped make tuner Dave Buschur a household name among 4G63 fanatics. But Mitsu also had a rough time with its performance stable, having to kill off its neat 3000GTs on one hand and hitting wide of the mark with the previous generation Eclipse. The ace card the automaker did hold was the Evo, but like the Nissan Skyline GT-R, the only way to drive one in the U.S. was via a video game.

Then in 2003, Mitsubishi stepped up and brought the Evo stateside. Hardcore performance fans could finally experience the magic of this turbocharged all-wheel-drive amusement park on wheels. No other street car in the $30,000 neighborhood offered blistering acceleration, amazing stopping and cornering power so finely balanced.

So what if the Evo slapped you silly going over railroad tracks? It was – and remains – essentially a race car that’s been put through finishing school to teach it some social manners. And your sacrifices in pushiness or convenience are amply rewarded anytime you stab the pedals. Instead of drudgery, trips to work or the supermarket become opportunities to unleash the beast – in a safe and responsible manner, of course.

Getting reacquainted with the Evolution is always a delight. The ride, while firm, is not difficult to adjust to. That’s not something that could be said of the first Evolutions and Mitsubishi credits the lighter weight of the MR’s standard aluminum roof (shared with the track-ready RS version) and forged alloy BBS wheels.

New on all Evo IX’s are variable valve timing/phasing, an improved variable valve dual mode muffler and a twin-scroll TD05HR turbocharger with revised compressor housing. It spools up five percent quicker paying off in more power – 286 hp @ 6500 and 289 lb-ft @ 3500 rpm – and drivability improves too, as there’s more torque between 1800 and 5000 rpm. The five-speed manual gearboxes on RS and Evolution gets closer ratios.

The transformation from budget sedan to tarmac carnivore continues with suspension goodies like 235/45 R17 Yokohama Advans on redesigned, lighter 17x8 Enkei cast alloys, tubular strut tower brace and large Brembo ventilated disc brakes.

Inside, Mitsubishi has taken steps to ensure that Evo drivers are in an environment that supports precision driving. Sculpted Recaro front buckets featuring grippier material and Momo leather-wrapped steering wheel are standard. Nestled in the tach display is an indicator to show you which mode Mitsubishi’s Active Center Differential is set to, while the Tarmac/Gravel/Snow dash switch is to the left of the steering column. The AWD system is complemented by limited-slip differentials at the front and rear. Unfortunately, the MR’s cluster of boost, volt and oil pressure gauges is mounted down low and to the right, just above the center console. It’s far from the best place for fast information acquisition, and even more painful when there’s a perfect spot in the main instrument panel that’s wasted on the word “Lancer’ and a fasten-seatbelt warning light.

So what do you get with the MR track assassin, besides a $35,189 price tag? The aluminum roof, BBS forged alloy wheels, Bilstein monotube shocks and the 6-speed close-ratio trans with 4.583 final drive instead of the slightly taller 4.529 in the RS and Evolution. One exclusive we could without is the MR’s aluminum shifter knob that’s too hot or cold in extreme climates. Better is the leather-wrapped knob that’s standard on base Evos.

With its trip-wire acceleration (gotta love 20 pounds of boost @ 3500!) the Lancer Evolution takes full advantage of its aluminum hood and fenders and forged aluminum suspension pieces. There are few compromises here, so if you’re unwilling to max the Evo out at the track or autocross at least six to eight times a year, you’re flat-out missing the point. Besides, with prices starting at $28,679 (RS) and sticky Advans that mandate a decal warning the driver that they’re prone to fast wear, there are dozens of less expensive, more comfortable four-doors to get from point A to point B.

But none, straight from the showroom floor, are more fun.

Specifications:
Base price: $35,189
Engine: 2.0 liter DOHC turbocharged and intercooled inline four cylinder
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 286 @ 6500
Torque: 289 @ 3500