2006 Mitsubishi Evolution IX vs. 2006 Subaru WRX STI

Your boss' boss drives a Mercedes SL500 roadster. It's beautiful. Sexy. And your coworkers fawn over it. Too bad it's so slow.

For about $32,000, you can buy a 2006 Mitsubishi Lancer Evolution IX and smoke that stuffed shirt.

But there's more to owning an Evo than embarrassing high-end German cars.

It's about a completely unfiltered driving experience that sucks you in and never lets you go. Every shift of the five-speed gearbox feels like you're hand-feeding torque to all four wheels. Every hard turn feels like you have three friends, Suspension, Steering and Brakes, and they're telling you all their secrets. And every second you spend in the Recaro seats? That's a lasting embrace from the one that got away.

Victory came easily to the Evo in this test. It posted better numbers than Subaru's WRX STI at the track, which counted for 30 percent of the final score. It also earned slightly higher scores on editors' evaluations. It's the car we wanted to drive. And it's the car we think you should drive.

VIII to IX
Even though the Evo isn't fully revamped for 2006, Mitsubishi is calling it the Evolution IX. Compared to last year's Evo VIII, cosmetic differences are minor — the split grille is dropped, the headlight lenses are smoked and the front inlets are reshaped.

The real changes are under the skin. Thanks to the installation of a larger turbocharger and variable intake valve timing (Mitsubishi's MIVEC), the IX makes 10 more hp and 3 more lb-ft of torque than last year's car. Total yield is 286 hp and 289 lb-ft of torque.

While the output difference is small, the '06 upgrades minimize off-the-line lag and flatten the torque curve, which allowed Mitsu engineers to tighten up the five-speed manual's gear ratios. Now the Evo responds immediately to throttle input, gathering itself up in a wave of euphoria unknown to other cars, including the STI. When you hear the turbocharger spool up, you know you're going to the 7,000-rpm redline whether you like it or not.

Under five
Trust us, you'll like it. The 2.0-liter engine is smooth all the way up and, basically, there's never less than 250 lb-ft of torque from 2,500 to 6,000 rpm.

We got a 4.9-second 0-to-60-mph and a 13.3 quarter-mile at 103 mph out of our silver IX. Fast? You bet. In fact, there isn't a faster car in this price range. However, we were only able to get these numbers by defeating the Evo's 5,500-rpm launch limiter, which is active when the car is stationary and the clutch pedal is all the way in. Try this on your personal Evo and you risk voiding the warranty if something goes wrong.

If the six-speed Evolution MR is too much of a financial reach, we doubt you'll be disappointed with the IX model's five-speed gearbox. Five-speed Evos actually get better fuel economy — 19 mpg city and 25 mpg highway compared to 18/24 with the six-speed. Our tester averaged 20.5 mpg. Pretty good for a performance car, though we never got more than 280 miles on the car's small 14-gallon tank.

Gearing is perfectly matched to the engine's power band with the five-speed, and the shifter moves through the gates with precision. One editor said he was more susceptible to missing a shift in the Evo than in the STI. We're guessing that's because things happen faster in the Mitsu, increasing the chance of driver error.

So much grip, so much feedback
If you want to fall in love with an Evo, take it to the curviest road you can find and make about 20 laps.

It's not just about how quick the steering is, how deftly the suspension manages changing loads, or how well those differentials stir up the power when you're exiting corners, although these traits will undoubtedly impress you. This car talks to you. You feel it reaching out to you through the steering wheel, the driver seat and the pedals, and you do what it tells you. You feel like a pro.

In the hands of a real pro, the Evo is capable of exceptional numbers. It ran through the slalom at 70.7 mph, 2.5 mph faster than the WRX STI and only 1 mph slower than the featherweight Lotus Elise.

On the skid pad, it managed 0.93g, tying with the Subaru. The Evo exhibited more body roll than the STI but was easier to rotate.

It was also easier to rotate off-throttle on public roads, a nice reward for skilled drivers. Yet, the Evo's not too hot for less experienced drivers to handle. Should you make a mistake, it's no more likely to bite than the STI.

The brakes offer as much feedback as any other part of the Evo, though pedal feel is softer than the STI's and the antilock brake system makes more noise. Our test car's best 60-0 stopping distance was 115.8 feet. The Subie's best was 114.5 feet.

Usually, we left the Evo's Active Center Differential (ACD) on the "Tarmac" setting, but one day it rained so we tried out "Gravel" mode. This pretty much gives your Evo the ability to scale water-logged mountain roads as if they were dry. Credit goes to the 235/45R17 Yokohama Advan A046 tires, too, which have a big appetite for asphalt, wet or dry. Also useful for foul-weather rallying is the Evolution's standard rear window wiper.

Daily commutes revealed the one downside to the Evo's handling-biased hardware: ride quality. It's firm, firmer than the STI's. Not unbearable, mind you, but not relaxing.

Not so many extras
With so much performance packed into a $35K car, there's a price to be paid somewhere and that somewhere is inside the Lancer Evolution.

Our leather-upholstered test car wasn't exactly bare bones, but we could see the Evo's economy-car roots through its average materials, outdated audio controls and lack of side airbags. We could hear them, too, as the hard-revving engine caused various trim panels to vibrate and buzz.

But Mitsubishi takes care of the driver. The Evo's standard Recaro seats force you to assume a proper driving position. Vital controls are all within finger's reach. A tachometer, the only meter you really need to see on a twisty road, is in the center of the gauge pack.

The speedometer, however, is off to the side. It's easily blocked by the steering wheel and should be larger.

Storage space is surprisingly adequate for a performance car. The center console will hold your cell phone and the door bins can take a few CD cases. You can even put two large coffees in the cupholders without impeding access to the shifter. That is, assuming you don't mind wearing Arabian Mocha Java on your shirt every time the tires sniff out an expansion joint.

Should you have passengers to put in the backseat, the Evo offers more legroom than the STI, though the low, squishy bench isn't exactly welcoming to adults. Trunk capacity is a passable 10.2 cubic feet, but our test car's optional subwoofer ate up about an eighth of that.

Single purpose
It's not the least bit luxurious and only true enthusiasts will respect you for driving it. But if ultimate performance is what you crave, the 2006 Mitsubishi Lancer Evolution IX is the car to have.

Just don't blow by that SL roadster. Old man needs the illusion.

Last time we tested Subaru's WRX STI, we let it loose against a Pontiac GTO. It was no contest: The STI was just as fast as the 400-horsepower GTO and it mopped up in the handling and braking tests. Plus, author Ed Hellwig said, "It's as raw a performance car as you're going to find in a showroom. It tosses subtlety out the window in favor of maximum performance at all costs."

Not bad for a $33,000 car. However, get it alongside Mitsubishi's Lancer Evolution and the STI isn't quite as remarkable. Its throttle response is slower, its steering isn't as sharp, and its suspension isn't as tightly controlled. You can have almost as much fun with the Subaru on back roads, but when you're up against an Evo, "almost" means 2nd place.

Trying to close the gap
Subaru sells more WRXs than Mitsubishi does Evolutions, but the STI has never quite equaled the Evo's performance. So for the 2006 Subaru Impreza WRX STI, company engineers did some work on the STI's drivetrain and chassis.

They fitted the STI's DCCD all-wheel-drive system with a new steering angle sensor and mechanical differential, and reset the default front/rear torque split to 41/59 from last year's 35/65. The result, says Subaru, is a greater range of power distribution among the wheels, which improves the car's balance in hard cornering situations. Additional help comes from the suspension, which rides one-eighth-inch lower for '06 and uses stronger inverted struts.

Company designers are trying out yet another styling language on the Impreza, and the '06 STI gets the face of an adolescent Alfa Romeo. Last year's impudent hood scoop has been tamed to regular WRX size.

Not as high-strung
On paper the STI looks like it could be faster than the Evo. Our test cars weighed about the same, and the Subaru generates 14 more hp and 11 more lb-ft of torque from a larger-displacement 2.5-liter boxer four-cylinder engine that uses variable valve timing. That comes out to an even 300 hp and 300 lb-ft of torque, coveted numbers for any car in the under-$35,000 bracket.

But we wonder if the STI is really making as much power as Subaru claims. At the test track it took 5.4 seconds to reach 60 mph to the Evo's 4.9. It began to close the distance by the quarter-mile, though its 13.6-second run was still three-tenths of a second behind the Mitsubishi.

Of course three-tenths of a second isn't a difference you can really feel from the driver seat, but drive the cars back-to-back and distinct personalities emerge.

The STI has more lag off the line and doesn't seem to rev as quickly. Going to the 7,000-rpm redline feels like an option, not a necessity as in the Evo. If you take that option, the torque comes spilling out and, said our top test-driver, "it feels and sounds very abusive." If you don't, the STI putters along contentedly, saving its performance capabilities for another day.

It's a similar story with the WRX STI's six-speed manual gearbox. The shifter smoothly slots between the gates, and the pedal resistance and spacing is perfect for heel-and-toe downshifting. But shifting the six-speed doesn't provide the positive metal-to-metal sensations that you get with the Evolution's five-speed.

Fuel economy is slightly worse in the Subaru. It has an 18 mpg city and 24 mpg highway rating to the Evo IX's 19/25. We averaged 18.4 mpg, 2 mpg less than we got in the Evo. At least with the STI's 15.9-gallon capacity, 300-mile tanks are a little more common.

Corners hard, stops hard…
It may not be as emotional as the Evo, but the WRX STI certainly isn't soft. Drive the car hard and it delivers. Power flows in torrents through the intricate system of differentials, and the Subaru charges around corners as if its high-grip 225/45R17 Bridgestone Potenza RE070s will never let go. Body roll is almost nonexistent.

The Subie exploited these strengths on the skid pad, tying with the Evo at 0.93g.

The STI also stops hard. It turned in the shorter braking distance of the two cars, using just 114.5 feet of asphalt to haul down from 60 mph. The Evo stopped in 115.8 feet. Pedal feel is firm and progressive, and ABS operation is quiet and refined.

…But needs fine-tuning
Tight body control and strong brakes won the STI some points, but ultimately its dynamics fell short of the Mitsu's finely honed package.

In the slalom it wasn't as easy to predict or control amid changes in throttle position, and its slower steering ratio made for more work. The result was an average speed of 68.1 mph, a great number in most circumstances but 2.5 mph slower than the Evo in this test.

We also noted that the STI didn't offer as much feedback during brisk runs on mountain roads. That might not be a big deal to the casual driver, but when you're pushing hard, you're not as in-tune with where the car's limits are. "Compared to the Evo, it feels like it's hiding something," said one driver.

Additionally, in tighter turns, we sometimes observed a crude kickback through the STI's steering wheel.

Everyday ease
In exchange for its reduced capabilities, Subaru's WRX STI offers a little extra comfort.

Although its suspension can be a bit harsher over bumps than the Evo's, it's much more forgiving on the highway, making the STI the more tolerable road trip companion.

The car's non-Recaro front seats don't hold you as snugly through turns, but they allow freer range of movement, which makes a difference on long drives. There's also the matter of cruise control: The STI has it and it's a nice convenience.

Well furnished
You don't expect to live lavishly in a hard-core performance car with a low price tag, but the Subaru's cockpit is warm and inviting compared with the Evo's no-frills digs.

It offers more legible instrumentation, larger controls and better-quality materials overall, save for the cardboard headliner. Everything felt solidly screwed together in our tester, though a few of the dash panels were slightly misaligned.

A long equipment list is another of the STI's advantages. Side airbags are standard, as are extras like automatic climate control and an in-dash CD changer. The STI's Driver Controlled Center Differential defaults into "auto" mode, but a thumbwheel on the console allows you to manually adjust the constraints on power flow through the center diff. There's also a manual leveling knob for the HID headlights. The only thing missing on the STI is retained accessory power.

Tall rear passengers will likely complain about the scant legroom in the backseat, though the bench itself is more supportive than the Evo's. Storage space should be adequate for most buyers, and as in the Mitsu, you can put a pair of hot drinks in the console cupholders without blocking the driver's access to the shifter. Despite the Subaru's slightly more relaxed demeanor in traffic, tongue-burning risk remains high.

Trunk capacity measures 11 cubic feet, all of it usable in our test car, which didn't have the optional subwoofer. In fact, this is as functional a luggage hold as you're going to find in the performance-car world.

Evo lust
Even after another round of upgrades, the 2006 Subaru Impreza WRX STI comes up slightly undercooked whenever the Evo is in town. Or at the same test track. Or lurking on the same back roads.

That doesn't mean you won't like it. This is a serious performance car with a turbocharged brute of an engine and scary grip through the turns. Yet, you can drive it to work in relative comfort.

And as good as the Evo is, if you measure your commute in hours, not minutes, you might prefer to spend it with Subaru's STI.

2006 Mitsubishi Lancer Evolution IX
2006 Subaru Impreza WRX STI


2006 Mitsubishi Lancer Evolution IX

System Score: 9.0

Components: Our Lancer came equipped with an option package called "Sun, Sound and Leather." It costs just over $3,000 but don't give into sticker shock yet, because as the name suggests, the package offers more than just a stereo upgrade. It includes non-audio items like foglights, HID headlights, a sunroof and leather seats.

The stereo itself is an Infinity unit with 315 watts, six speakers, and a trunk-mounted subwoofer. In addition to the radio, there's a single CD player.

Performance: Based solely on the look of this optional audio system alone, we weren't expecting much. The head unit looks totally low budget and not unlike an aftermarket unit you'd find in the Kmart automotive section. Of course that kind of thing is half the fun with a car like this. Thankfully, the stereo's performance stands in stark contrast to its looks.

The main thing this system does well is turn out stellar bass. Clean and tight, the bass adds depth to most types of music. Occasionally, all that bass (and there is a lot) can turn into a rumbling mess but it's rare. Considering there are only seven total speakers including a subwoofer, separation is very good.

Like the Evo itself, this stereo has an aggressive quality that's probably perfect for this car's intended audience. The sound gets very loud and remains clear and listenable well beyond the level most sane people would prefer.

Our only criticism is that we'd hope for a six-disc changer considering the price and the fact that the WRX STI has one.

Best Feature: Tons of bass.

Worst Feature: No CD changer available.

Conclusion: The package that includes the 315-watt Infinity sound system is pricey but it does include other desirable features. Still, this stereo is worth paying extra for as it delivers plenty of sharp, clear and loud sound. It's a great match for the car. — Brian Moody

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2006 Subaru Impreza WRX STI

System Score: 7.0

Components: The Subaru comes with a six-disc CD changer as standard equipment. It also includes six speakers and puts out 140 watts. An amplifier/subwoofer option is available for an extra $273 but our car was not equipped with this option.

Performance: We'd be interested to hear the amplifier/subwoofer option in the STI but the way it stands this system is lacking bass response. What bass there is sounds kind of muddled and not sharp or precise. There is a midrange adjustment, a feature we wish was on more in-car audio systems, but it doesn't really help the overall sound quality significantly. The highs sound good and are not prone to squeaking or hissing. Also, this stock system doesn't get very loud. Turned all the way up to 40 (the highest setting) we could still carry on a conversation with raised voices.

There are also a few functional features we don't really like. Subaru has fixed this with the new Legacy, but this WRX has the older stereo and it requires you to twist a knob to move through CD tracks or tune the radio. It's very counterintuitive and sort of a hassle. To adjust the tone and balance there are simple, easy-to-understand controls. However, we don't like that the volume knob is also the adjuster for the bass, midrange and treble. We found it frustrating when dialing in a little more bass and then trying to raise the volume to hear the results — we must have gone through this cycle six times before we got it.

On the other hand we like the large easy-to-read display screen. As with most cars, the WRX's dash lights for features like the clock and A/C button dim slightly when the headlights are switched on. Subaru includes an especially thoughtful feature that lets the driver instantly brighten the screen when the car's lights are on. It's great for cloudy or rainy days when you want your headlights on but it's not dark enough outside to read the dimmed radio face.

Best Feature: CD changer comes standard.

Worst Feature: Average sound quality at best.

Conclusion: We like the fact that the Subaru WRX STI comes standard with a CD changer, but the sound quality of this system is just OK. — Brian Moody

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2006 Mitsubishi Lancer Evolution
"Wedge in, turn the key, and listen to the melodious new reincarnation of the 4G63 reverberate throughout the engine and passenger compartment of the 2006 Mitsubishi Lancer Evolution. Once on the road, press the gas pedal and feel the rush of 286 horses pushing you into the beautiful Recaro seats while the 3 LSD/ACD-equipped AWD drivetrain keeps all 4 wheels planted (even in the twisties) solidly to the tarmac, or gravel, or snow! Hit the brakes and hold on to your lunch as 4-piston front/2-piston rear Brembos smash you into the seatbelt. This is a driver's car, pure and simple. Drive it and you'll never want to drive anything else again! Favorite features: 4G63 with MIVEC, easily tunable to 400-plus hp unlike STI. Tremendous steering response (2 turns stop to stop). RWD-like oversteer when needed and great stock tire grip. Suggested improvements: The glaring omission of cruise control. Also, the wing is still horrendously reminiscent of the street racing lifestyle. The stock and upgraded radios are uninspiring. It needs the foglights where they're intended to go in the bumper, not in the headlight assemblies." — DrSmile, January 4, 2006

"If you have been following this car for any length of time, whether it's since you raced it on the original Gran Turismo, or saw it driving down the street, this car lives up to the street legend it commands. One cycle through the gears and before you can blink this machine will launch you into a blissful whir of G-forces. It is everything you can hope for in one of the most amazing AWD sport compacts ever. The discount on insurance for four doors doesn't hurt. Favorite features: 3,500 rpm to 7,000 rpm, need I say more? Suggested improvements: Use less plastic in the interior. Also, it is not overdone, but it could have more style to match the image of the car from the outside." — Garrett P., October 18, 2005

"This vehicle is amazing. It is lightning fast, handles like it's on rails, and is just exciting to drive. It's a vehicle that is as fast as a Corvette, handles like a Lotus Elise, and yet can run in bad weather. I couldn't recommend it enough. Favorite features: The high power engine, improved low-end torque, and AWD. Also, the seats are extra comfortable for the stiff racecar ride. Suggested improvements: Would like to have cruise control for when I have to take the car on longer trips. My foot keeps wanting to step into the accelerator on the highway." — EvoZilla, October 25, 2005


2006 Subaru Impreza WRX STI
"Noisy, but nothing competes for the money. I am early for work now, because driving this car is so much fun! It's as comfortable (more so actually) on gravel as it is on the highway. Wish list… variable suspension, and a bit more sound protection (liquid-filled engine mounts do help) for longer trips. Favorite features: Pure acceleration, supportive seats, excellent instrument gauges…you don't have to put it in the garage when the snow flies! All the Vettes, GTOs, Mustangs, all have to hibernate…this car rocks! Suggested improvements: Short-throw shifter, rally flaps, improved sound protection, adjustable suspension." — Arpeggio4u, August 27, 2005

"I wanted a turbocharged car that would stand out from the pack and deliver power, superb handling and excitement. The STI gives all of that and more; once I got used to the higher-revving engine, this car is the most fun I've ever had. Performance off the line and handling through twisty mountain roads is tremendous; the Subie feels like it's on rails and I've yet to notice any body roll. Being European, I love the WRX's stiff suspension, which combines with the super precise steering and available power to provide very nimble handling and a real fun drive! Favorite features: Turbocharger, boxer engine (love the offbeat throaty idle), 6-speed gearbox, AWD, 300-hp super-quick acceleration and great handling. Suggested improvements: Would love this car to be offered as a 2-door hatchback for sportier looks and better trunk space. A bigger fuel tank would be nice, but probably impractical, given the car's small dimensions." — Britannic, December 4, 2005

"As the happy owner of a 2004 STI, I was blown away with the new front-end design of the 2006 model. In no time I had a 2006 Blue STI with gold wheels. This is one of the most amazing cars on the road. Power is impressive over 3,000 rpm, but some slight turbo lag is evident below this range. But once the turbo is on boost, look out, you will be hitting redline before you know it. What's even more impressive about this car is its handling and braking. I regularly enter corners at speeds my mind is telling me are too fast, but the car grips without protest. This is truly one of the most forgiving performance cars I've driven. And it stops as well as it goes. Let's just say the brakes are awesome. Favorite features: My favorite features on this vehicle are its acceleration, cornering ability, and braking ability. The new HID headlamps are really good, and are height-adjustable from the interior. The big Brembo brakes are world-class. The steering is quick to react to driver input and is so communicative. Suggested improvements: A nicer interior design would be welcome, as well as a better audio system that is MP3/WMA compatible. Subaru should give us Americans the Japanese seats. I've sat in them and they are vastly superior to the seats the U.S. STIs get. And the Japanese stereo would be welcome also, it's a killer unit." — Eric, September 3, 2005

If you're buying a Lancer Evolution or a WRX STI, you don't expect to get a lot in the way of features. Nevertheless, we've identified a few essentials that are nice to have in an affordable performance car.

Features
	2006 Mitsubishi Lancer Evolution IX	2006 Subaru Impreza WRX STI
6-speed manual gearbox	N/A	S
Front-seat side airbags	N/A	S
HID headlights	O	S
Rear window wiper	S	N/A
Retained accessory power	S	N/A