The Evo averages an astonishing 4. It might only beat the Subaru STI to that mark because the Evo can get there, just barely, in second gear, although it also holds a slight advantage through the quarter-mile, too. The Evo, however, is limited to a more mechanically sympathetic rpm until the wheels are moving, and that low-end torque is what helps it overcome the initial launch advantage of the STI.
The noise from under the hood sounds more like a blender than an internal-combustion engine, and smoothness on our preproduction test car was set closer to chop than liquefy.
The five-speed gearbox only contributes to the din—at 80 mph in fifth gear, the engine is buzzing at rpm. One test driver complained of a headache after 20 minutes of high-speed flogging.
Uncomfortable noise seems to bounce off the ceiling and hit your ears a second time. Aside from the Recaro seats—they have deep side and thigh bolsters, plus shoulder bolsters—the Evo interior is only a step or two above rental-car banality. White stitching on the leather steering wheel and padded cloth on the door panels and center armrest break up the expanses of black plastic and save the Evo from total underachievement in this price bracket.
For starters, it clings to the road. We recorded 0. The quick steering—2. The Evolution inspires confidence in the way it goes over the road without event or drama or any strenuous amount of work from the driver. That lets you drive it harder and faster, so if you want to get somewhere in a hurry, the Lancer Evolution GSR is the best choice. New Cars. Buyer's Guide.
Type keyword s to search. Power from the Subaru's larger 2. There have been no power changes to the STI's aluminum powerplant, which still boasts an impressive bhp at rpm with lb.
The Evo's dynamic characteristics not only make it predictable, but extremely confidence-inspiring, with Bilstein shocks that feel best suited for relatively well-paved roads. Gearing is slightly taller and more realistic than that of the STI, leading to less frequent shifting and certainty of which gear to choose when entering a turn.
The Evo's 6-speed manual transmission MR only is crisp and precise, making missed shifts rare. Turn-in is still quicker than the STI's with a new simple and ergonomic titanium-finished steering wheel to handle.
Recaro bucket seats, now upholstered in Alcantara to reduce slipperiness, hold you in place under almost all conditions. The STI's overall nature, though still great for track and autocross events, seems to favor a dirtier environment. The suspension not only has a longer range of travel, but is better suited for soaking up road irregularities not to mention landings than the MR's setup.
The addition of a steering-sensor input communicating intentions to the DCCD Driver Controlled Center Differential all-wheel-drive system adds intelligence to the STI, with a new mechanical limited-slip center differential helping to transfer torque effectively. Both the STi and the Evo are rally cars at heart and can maneuver with real balance around an outdoor course. It also provides suspension feedback while reducing the amount of understeer the driver needs to compensate for.
This may be a minor inconvenience for some. But it should be a major concern to anyone looking for a car to take to the off-road rally course. The STi may not hold up well in the long term and deliver significantly weaker lap times in the short term.
Evo drivers will consistently say that the model is easy to drive fast. This is due to a series of amenities that both allow the car to react faster to the driver and the driver to react faster to the car. For example the Evo is a monster when it comes to quick steering adjustments, especially in the muddy terrain that is typical of a rally course. Content will be removed if CarGurus becomes aware that it violates our policies. Report Follow.
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