March 08 R&T, Evo vs STI full test, updated

[wilson1]

Guess who won?

:shock:

http://farm3.static.flickr.com/2193/2235594469_219fd9b16a_b.jpg
http://farm3.static.flickr.com/2307/2235594475_93545f045a_b.jpg
http://farm3.static.flickr.com/2337/2235594479_19a3113645_b.jpg

[UCB]

March 2008 car and driver puts the X as #1 too

In front of the VW R32 and the 08 STi (sti came in last, uber understeer reported)

[RgistRdShowoffIX]

don't STI's get understeer year in and year out? that's the only pitfall i've heard about every model year so far :?

[DirectorSe7en]

^Yup, they sure do.

Evo X FTW!

[wrx2evo8]

so how bad was the spanking..... i still like the looks of the STi better...
what's the price difference between them?

[DirectorSe7en]

Evo X GSR is 34k, and the STi is 34k.

But, the Evo X MR, is $36k and offers "Automatic" Transmission....

I'm sorry but I can't like the hatch. The front end and the interior is award winning IMO. But the rear is hideous....

[AWDrift]

and the rear of the X isn't? lol

pretty cool that the X is actually coming out ahead..

[DirectorSe7en]

^It's just a matter of preference.

[AWDrift]

thats fair, and my preference is both are ugly and i wont own either of them ever. 8) lol

[DirectorSe7en]

...but you do want;

http://i185.photobucket.com/albums/x295/DirectorSe7en/ae86.jpg

[AWDrift]

?

...riiight

[DirectorSe7en]

So what do you wanna own?

[AWDrift]

a IX :)

[DirectorSe7en]

I should've figured....

[wilson1]

http://www.roadandtrack.com/assets/image/2008/W4/1232008174017.jpg




http://www.roadandtrack.com/article.asp?section_id=31&article_id=6387

DéjÃ* vu all over again? Regular readers of Road & Track no doubt remember seeing these same two cars on our June cover, when we virtually showed these longtime rivals. Then, the cars had not been introduced to the media, so we had to piece together our sneak preview and technical analyses using inside information and educated guesses. Although we were right about everything concerning the new Mitsubishi Lancer Evolution and Subaru Impreza WRX STI...nothing beats the real thing. So when the actual cars became available, Feature Editor Mike Monticello and I put these rally-bred machines through their paces on everyday roads and at the racetrack, where IndyCar driver Roger Yasukawa lent his expertise to compare lap times. The result is quite different from past Evo-vs.-WRX STI shootouts. Which car reigned supreme? Keep reading.

Mitsubishi Lancer Evolution

Sometimes it can be difficult to gauge the winner of a comparison test when different authors champion each car, but in this case, there's little room for debate: The Mitsubishi Lancer Evolution is the clear choice. Don't just take my word, look at the lap times and our test numbers. The Evo X (it's called the Evo "ten" in Japan and by Evo faithfuls) is quicker to 60 mph than the Subaru with a faster trap speed at the quarter-mile mark...in fact, the Evo scored a win in almost every performance category. If this were a boxing match, it'd be a unanimous decision for the Mitsubishi.

The new Evo comes in two trim levels, GSR and MR. The base $33,000 GSR comes equipped with a conventional 5-speed manual gearbox. The top-of-the-line $37,000 MR gets the new 6-speed TC-SST semiautomatic transmission (see sidebar), along with Bilstein dampers, Eibach springs, a nicer interior and bigger rear wing. Both cars are powered by Mitsubishi's new 4B11 engine: a turbocharged 2.0-liter inline-4 that produces 291 bhp at 6500 rpm and 300 lb.-ft. of torque at 4400. The aluminum-block powerplant is significantly lighter than the previous iron-block 4-banger (4G63) and features MIVEC variable-valve timing on both intake and exhaust. While not as raw and peaky as the 4G63, the 4B11 is quieter than its predecessor, revs smoother and has less turbo lag.

Slideshow >>

The Evo X is laden with technical gadgetry. Among them is AYC (Active Yaw Control), which transforms the Mitsubishi from an efficient handling sports sedan into a corner-devouring monster. AYC controls the torque split between the rear wheels, transferring power accordingly when it senses abnormalities in the car's yaw movement. In simpler terms, it drastically reduces under- and oversteer. The result is exceptional control and speed through all types of corners. When compared to an all-wheel-drive car without yaw control (like, say, the WRX STI), the AYC-equipped Evo turns in sharply and stays on the correct line as if it were tethered, even if you overcook it into a turn. The Subaru, on the other hand, requires a lot of throttle and steering inputs when pushed to its limits. You can see the benefits of AYC by looking at the slalom and skidpad figures. (The Evo MR runs the slalom in 72.4 mph.)

AYC is part of S-AWC (Super All Wheel Control) that also utilizes the car's stability-control system (ASC) and anti-lock braking system (ABS) to provide exceptional control and safety on slick roads. But when the driving surface is dry and the road ahead is empty, turn the ASC completely off, set the S-AWC to Tarmac mode and let the Evo do its thing.

We spent the bulk of our track session in the Evo MR because we wanted to fully sample the TC-SST. It turns out Mitsubishi brought a shotgun to a knife fight because this gearbox gives the Evo a noticeable advantage. It's so impressive that it set the fastest lap of the day in "full auto" mode. Around the Streets of Willow Springs Raceway, the TC-SST seemed almost clairvoyant as it up- and downshifted exactly where the driver would. Even professional race-car driver Roger Yasukawa said he was comfortable leaving the shifting duties to the computer. I truly believe that the TC-SST may make conventional manual gearboxes, and even other semiautomatic sequential units, obsolete.

Slideshow >>

If drag racing is your thing, then you may prefer the GSR. You'll get slightly quicker quarter-mile times because you can spool the engine up to redline and drop the clutch when leaving the line. Also, the GSR is 65 lb. lighter. The Evo GSR with the 5-speed manual ran to 60 mph in 4.9 seconds while the MR should be in the low 5s.

On the open road, the Evo X is a completely new animal. Ride quality is noticeably smoother than the previous car's, and the high-speed stability is much improved. But when it comes to everyday use, the WRX STI gets the nod over the Evo GSR because the Subaru delivers better low- and midrange torque, and its shifter has a better overall feel. That said, I'll take the Evo MR over anything in its class because of its transmission. In Normal mode, the TC-SST behaves no differently than a conventional automatic, which is a powerful argument when you're stuck on the freeway during rush hour.

That the new Evo is a more mature, sophisticated car than the Evo IX goes without saying. Although it's heavier and lacks the sharp-edged nature of the previous car, it's just as fast around a track if not faster. One thing is sure: The new Lancer Evolution is no longer just for weekend boy racers; it has evolved into a complete sports sedan, one with enough of a wild side to thrill anyone.

Subaru Impreza WRX STI

STI. The three most revered pink letters in the automotive world. They stand for Subaru Tecnica International, the motorsports subsidiary that develops the Subaru Impreza WRX STI, the car that's as close as Americans can get to a production version of Petter Solberg's Subaru World Rally Championship race car.

For 2008 Subaru has redesigned the STI. Not only does it sport an all-new, more rigid 5-door body style, but it's a grown-up version of its former self in a move intended to appeal to an upmarket audience. But...what if we don't want to grow up? Is a softening of Subaru's most potent street machine the right direction for this feisty street-legal rally car?

Unlike the Mitsubishi Lancer Evolution, which gets a completely new engine, the STI's 2.5-liter turbocharged "boxer" 4-cylinder is similar to last year's. Peak power sees a 12-bhp increase to 305 bhp at 6000 rpm; torque of 290 lb.-ft. is the same as last year, though its 4000-rpm peak is 400 rpm lower than before. The end result? We still love this engine. Its larger-than-Evo displacement means the STI doesn't require the clutch slippage of the Evo to get away cleanly from a stoplight, and its abundantly available torque means you often don't have to downshift for turns as you would in the Evo.

Slideshow >>

Despite changes to both cars, you can still throw a blanket over them in terms of acceleration. The Subaru's 6-speed manual requires two shifts on the way to 60 mph, versus just one for the Mitsu's 5-speed. So here's your choice: Subie real-world, always-at-your-disposal power or Evo top-end rush.

Besides changing the STI's body — which is significantly more compact than the Evo's — Subaru also swapped out the rear strut-type suspension for a double-wishbone setup to keep the rear tires in better contact with the road during aggressive driving, especially on bumpy back roads — where the STI is in its element.

But take the STI and its new softer suspension setup to a racetrack, drive it against the Evo and two things become clear: 1) The Evo is a superior track machine and 2) No matter how many different settings we tried on Subaru's DCCD (Driver Controlled Center Differential), we couldn't get it to produce anywhere near the level of rear-biased torque that Mitsu's Active Yaw Control (AYC) provides.

So while the new STI posted very similar handling numbers to the last STI we tested, it suffers in comparison to the new Evo — especially on a racetrack. The STI's best lap was 1.6 sec. slower than the 5-speed GSR, and a whopping 2.5 sec. slower than the twin-clutch, Bilstein-equipped Evo MR.

But the difference is much more than lap times; there's also this category called "having fun flogging a car around a racetrack." You see, Mitsubishi's AYC rear differential makes the Evo think it's a 4-wheel-drive drift machine. Come in hard on the brakes into a corner and the Evo will start to oversteer...but don't panic. Just pin the throttle and the Evo will continue that same amount of slip angle all the way through the corner — power-on oversteer! Which makes the Evo one of the most thrilling cars you will ever drive around a racetrack.

The STI requires you either a) exert much more precise input, with careful attention paid to trail-braking to minimize understeer or b) throw it around with reckless abandon to upset the car's balance so it will oversteer, and therefore turn in.

And for track duty, the Evo's super-bolstered Recaro seats make the STI's seem wimpy by comparison. Come on, Subaru, don't forget about the enthusiasts!

Slideshow >>

For the look-at-me factor, the Evo's disconnected attempt to go upmarket (seriously, what's with the "we-forgot-to-finish-the-front-end" styling?) is regrettable. The STI, on the other hand, with its huge fender flares, high-mount rear wing, seriously purposeful-looking 4-outlet exhaust, requisite Subaru Rally blue paint and forged-alloy BBS wheels — in gold, of course — had me in rally-racer-wannabe heaven from the first "hello."

So here's the problem with the new STI: It's lighter (by 195 lb.) than the Evo and has slightly more horsepower, yet it's far more work to drive around a racetrack — and, you're going slower than the Evo, no matter how hard you drive it.

Despite that, we'd easily take bets on the STI demolishing any other sports sedan that's even remotely close to its price range from point A to point B on a twisty, bumpy, unfamiliar back road.

And in case you think the new STI is actually a worse performer than the last STI — it's not. The new car is a tenth quicker to 60 mph, faster through the slalom and puts up superior braking numbers — with a better pedal feel, to boot. All that, and the new STI has a far smoother ride and a much quieter interior than both the old STI and the new Evo.

Conclusion:

In our June 2003 test of the Evo vs. the STI, editors Mitani and Andrew Bornhop chose the STI as their favorite. This time we're going with the Evo, despite the fact the STI still remains the more livable of the two as an everyday driver.

The outcome mostly has to do with the Evo's fabulous AYC system, which has so elevated its handling and fun factor above the STI that when it came to choosing a winner, Sam and I both looked at each other and said at the same time: "I want the Evo." No debate needed.

more here> http://www.roadandtrack.com/article.asp?section_id=2&article_id=6388

[IlovemyevoIX]

a IX :)


IX FTW!