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"           Without the Lancer Evolution, Mitsubishi would be up a creek. Faced with myriad problems, the Japanese company is currently struggling to reestablish itself in the marketplace, partly because of the dismal sales performance of its bread-and-butter products, the Galant and Endeavor. However, Mitsubishi&amp;#039;s image has remained relatively clean, thanks mainly to the Lancer Evolution, arguably the most potent Japanese performance car in the marketplace today.   We were able to sneak a peek at the next-generation model, dubbed the Evo IX, this winter at Mitsubishi&amp;#039;s test track in Okazaki, Japan. The first thing you notice is the face, which has changed slightly from the current version (the Evo VIII). The grille is now more open, without the body-colored middle section on the VIII.   Also of note are the front bumpers that integrate small oval air vents. One of these vents is functional \u2014 it sends air to the intercooler through a small pipe, while the other is cosmetic. Better cooling of the intake charge usually means more power, and that is indeed the case with this latest Evo.   The turbocharged 2.0-liter inline-4 remains basically the same, but it now comes with MIVEC (Mitsubishi&amp;#039;s variable valve-timing technology). Mitsubishi also switched to a turbocharger with a larger compressor cover, which, according to the company, has reduced turbo lag. The engine now pumps out 286 bhp at 6500 rpm and 289 lb.-ft. of torque at 3500. While not a huge gain over the current car&amp;#039;s 276 bhp and 286 lb.-ft., the results of these changes are noticeable as soon as you hit the throttle. The forward surge is immediate and almost violent as all four tires grab hold of the tarmac.   At about 2500 rpm the turbocharger comes to life, providing another quick burst before you have to grab the next gear. The test equipment verified our behind-the-wheel experience. The new IX outran the VIII to 60 mph, recording a run of 4.4 seconds. The IX might have posted a better time had it not been for the launch-control component (first seen in the Evo VIII MR) that limits revs to 5000 rpm at launch.   The handling setup of the Evo IX is basically the same as the VIII&amp;#039;s. Our test car was an Evo IX MR, whose suspension consists of MacPherson struts with inverted Bilstein shock absorbers up front and a multilink setup in the rear (the base Evo IX won&amp;#039;t get the Bilsteins).   On Mitsubishi&amp;#039;s handling course, the Evo IX felt more like a club racer than a 4-door people hauler. It turned in with crispness, the steering exhibiting flawless precision and quickness. Body roll was minimal, and it understeered only through the tight stuff. There were times in left/right transitions when the rear end came a bit loose, but a touch of countersteer solved the problem.   U.S.-bound Evos won&amp;#039;t get AYC (Active Yaw Control), which has been on Lancer Evolution models in Japan, but we do get ACD (Active Center Differential) that adjusts the torque split between the front and rear tires, depending on grip and driving style.   The Evolution IX hits dealerships this fall for about the same price as the current model. That means the base Evo IX will be about $29,000 with the top-of-the-line MR listing for around $34,000. An attractive deal considering that this 4-door can keep up with the likes of a Porsche Carrera and Chevrolet Corvette. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a10874/2006-mitsubishi-lancer-evolution/>