For more than 20 years Subaru Impreza and Mitsubishi Lancer Evo are fighting for the right to be the best driver's car of all time. And while both remain excellent road rally cars, the Subaru Impreza has always been better, and here's why...
1. It was won by the legendary Colin McRae
Colin McRae is the greatest rally driver ever, excelling on asphalt, gravel and snow tracks alike. He was the one who inspired me when I was a child. Colin McRae Rally was the best game of the time. This car was good enough for a legend like Colin McRae, so isn't it good enough for you?
2. Its engine sound is unmistakable
Yes, the Imreza has a unique engine sound that powers it. boxer engine. Even those who don't like this car pull up closer like bums to the fire when you start to "play" the gas pedal at the next car event.
3. He is more reserved
The Lancer Evo, with all its spoilers and fender flares, can't seem to hide its muscles, which definitely doesn't appeal to older audiences. Take Impreza WRX, remove all spoilers from it, and you can "fly" under the radar without attracting much attention.
4. It has an air intake on the hood
It may seem childish, but being able to get a car with an air intake from the factory is just great!
5. Subarists are more friendly and active
You can see a variety of Imprezas at all kinds of automotive events. There are clubs of this model in every city of any country. Does the Lancer Evo have this? Mmm... no!
6. It has its own unique color scheme
From time immemorial, motorists have associated car brands with specific colors: Ferrari red, Jaguar British racing green, Lamborghini yellow. The Impreza WRX is unmistakably identified by its unique Mica Blue paint job and gold-painted rims.
7. Many Special Editions Have Been Released
Ever since Colin McRae started winning stages in the WRC championship, Subaru has been releasing all sorts of special editions to celebrate the success. There are really a lot of them: RB5, P1, R205, but the most famous is probably 22B (pictured above), which was made in honor of the 40th anniversary of Subaru.
8. Even with a hatchback body, it looks good
Imreza WRX has always been produced with a sedan body (sometimes a coupe), but in the penultimate generation, a hatchback version appeared for the first time. We were very afraid that the company would ruin everything, but the car turned out to be at least not bad, especially in the version WRX STi.
9 He survived the Lancer Evo
Mitsubishi killed off the Lancer Evo this year and doesn't seem to be bringing it back anytime soon. And the WRX breathes deeply and has now become a full-fledged model, and not a "hot" version of the Impreza.
The automotive world is full of infighting, not only in racing, but also among manufacturers. It happens that fierce resistance unfolds on both fronts. As a result, fans of each model prove that it is technically superior. And at the same time, sports fans are watching the results of the races of these same cars.
Such a struggle unfolded between two high-speed Japanese rally cars: Subaru WRX STI and Mitsubishi Lancer Evolution. For almost twenty years, these two all-wheel drive cars competed head to head, and no one could say for sure who was still stronger.
Today, the same legendary rally cars clashed in a new struggle - on secondary market. Their main trump cards are who is more tenacious and reliable, cheaper to manage and more practical to operate. But even here, rally cars again run into each other: approximately equal prices, similar cost of components and spare parts.
The only caveat is that Mitsubishi is considered more practical, but this is more the fault of Subaru as a brand and its image. The high cost of maintaining boxer engines, the ardent consumption of fuel and oil (by the way, inherent in Evolution) - all these rumors played a cruel joke on Subaru, and Evolution has been and remains more in demand on the secondary market and is considered more reliable.
History of confrontation: the birth of Subaru Impreza and Mitsubishi Lancer Evo
Initially, both cars had purely sporting tasks. In 1992, both Mitsubishi and Subaru were far behind in racing competition. The Galant VR-4 and Legacy RS models didn't win cups, so the Impreza and Lancer Evo began their genesis.
These cars have managed to win high awards - second and third places in some rallies in Europe. Thus began the struggle not for life, but to the death. A couple of years later, Subaru released the first WRX STI. Lancer Evo also kept up and evolved every day. During the existence of the models, a huge number of generations have changed: the sporting fate of both models forced them to develop in a big hurry.
At their core, the cars were not conceived as sharp rivals, but they turned out to be so similar in characteristics that a struggle ensued. Four-wheel drive and powerful motors, the only striking difference is Subaru's boxer engine. Otherwise, the cars became brothers, which did not lead to friendship between the fan camps of the two models.
In one period, Subaru was stronger, in another - Mitsubishi, and this "boat" swayed from side to side more than once. Fans of classic versions will recognize that the modern WRX STI is no longer what it once was. However, in this long standoff, Subaru can be counted as a technical victory, since the Lancer Evo ... just rolled off the assembly line and departed into the past.
Differences are not essential
The main "slab" and the foundation of this eternal struggle is that the two cars are too similar to each other. The most interesting thing is that the cars have different engines, fundamentally different suspension settings, a different transmission ... but at the same time they are painfully similar.
Such is the paradox. For example, in its latest generation, Evolution X was equipped with a 2-liter turbo engine with a capacity of 295 Horse power. While the WRX STI received half a liter more, and its 2.5-liter turbo engine produced 300 “horses”. Now that the Lancer Evo has already become a thing of the past, STIs in a new body are still being produced with the same settings.
According to the Evolution passport, it is heavier, therefore, slower - in overclocking, the WRX STI surpasses it by a whole second, and in the world of racing this can be fatal. above and maximum speed car Subaru - 264 kilometers per hour against 255 for Mitsubishi. The Subaru sedan has more trunk and fuel tank, however, it is not equipped with any systems for passenger comfort.
Air conditioning, a CD changer, light and rain sensors and heated seats - all this came to the Evolution X. Including a large abundance of options and electronics made it heavier, and the departure from the main racing ideology and the “way of bushido” could ultimately become the very factor due to which the Lancer Evolution was discontinued.
Rally "Japanese" on the secondary market in Russia
These cars are like the heroes of a beautiful samurai legend. They attract attention and literally make any fan of speed at least occasionally look at how much you can buy such a car today.
We will immediately indicate the important thing: these cars themselves do not live long, they have a limited resource, plus, due to the high power of the car, these often become participants in an accident. Let's take a look at just a few bodies:
- Subaru WRX STI II restyling;
- Subaru WRX STI III;
- Mitsubishi Lancer Evolution IX;
- Mitsubishi Lancer Evolution X.
Although we included older cars in the list, the "ninth" Evo and the second WRX STI in the restyling, nevertheless, we advise you to opt for the latest bodies. Both of them have been produced for 10 years now, and during this time there are not too many cars left “alive”.
Lancer Evo X can be bought from a million rubles, while the car will be already old and with high mileage. These cars have 295 horsepower and four-wheel drive, and are also equipped with a 2.0-liter turbo engine. In the city, such a car will be extremely inconvenient, as it develops exorbitant speeds and does it quickly.
Plus, the resource is not too high for both the engine and the turbine. On average, every hundred thousand kilometers, the turbine needs to be changed, and such a procedure costs, according to conservative estimates, about 100 thousand rubles. In addition to the low resource of everything and everything - and for fast and racing cars the resource of consumables is obviously not high - there are no other problems with cars. It is only important to check them for accidents - they often beat because of speed.
The WRX STI has a similar situation - also all-wheel drive, also a turbine, only you can find such cars on the secondary market from 700 thousand rubles. This is explained quite simply: the rally Subaru boxer motor, which makes its maintenance even more difficult and expensive, as well as for these cars incredible prices for insurance.
The WRX STI is in the "special zone" in terms of insurance - one of the most accident cars, because it is very difficult to drive, it's like a devil on wheels. CASCO for this car can cost 200 thousand rubles or more, regardless of your experience.
In the case of Evo and STI, pay attention to accidents and insurance payments - often these cars are "killed". Let's check several cars with the Autocode service and see what's wrong with them.
For Impreza WRX STI 650 thousand - the price is slightly lower than the market. It is worth assuming that the car either had an accident or twisted mileage.
According to the Autocode report, the car previously had a mileage of 178,000 kilometers, while the ad says 120,000. Considering the extremely low resource of sports cars, it is worth saying that this is a serious test for a car. In addition, judging by the photo, earlier the numbers either belonged to another Subaru, or the car was blue, but became gray. An additional reason to ask questions to the seller.
Another Subaru is for sale in St. Petersburg. The price corresponds to a completely clean and serviceable car. Let's see if that's the case.
The car does not have a diagnostic card, so only the analytical mileage is available. But the car had two calculations repair work- that is, she was beaten, and she needed repair.
However, everything is not so scary - in total, from two cases, repairs did not become more expensive than 2 thousand rubles. The car is clean, you can see it.
Evo owners like to gloss over the number on the ad photo when selling, and we managed to find only one car ready for inspection.
The mileage is fair, and the only problem reported is the calculation of insurance repairs. There are only two calculations, it is worth seeing how serious they are in terms of amounts.
Both cases - more than 250 thousand rubles. It is worth looking at how well the repair was carried out and whether the power elements were damaged. If everything is in order, you can bargain.
Pretty predictably, the scourge of these cars lies in an accident. They get into accidents, they are repaired and sold on. But after the repair, this is no longer the same car that was new from the assembly line. Therefore, it is better to refrain from buying broken car and look after yourself a car without accidents.
Which of these models appeals to you? Leave comments at the bottom of the text.
The top versions of the Mitsubishi Lancer and Subaru Impreza, as you know, seriously opposed each other on rally tracks. They scrupulously counted the number of victories, built up the muscles of turbo engines, and all-wheel drive transmissions became more and more sophisticated. Well, simpler modifications fought for the sympathy of the consumer with balanced decisions.
Marketers decided to breed rivals. Lancer today is a bright, but respectable sedan of respectable size, on which even a spectacular aerodynamic package looks like an expensive suit.
"Subaru-Impreza" even in the "Sport" version is modesty itself, however, firmly standing on the base 17-inch wheels. The photographer, accustomed to "love with the eyes", muttered something about Korean motifs. In his own way, he is right, although there is a hint in the rational appearance of the Impreza: external restraint is only a shell.
They have different types bodies, as well as the design of all-wheel drive transmissions. But under the hoods, 2-liter engines are close in capabilities.
BALANCED MAXIMALISM
Rough, hard plastic, discreet contours of the front panel, large, but completely forgettable devices. It is difficult to fall in love with the interior of the Impreza. The gaze glides over the bulges and valleys of genderless design solutions. But other parts of the body do not agree with this assessment: they are very suitable for the sports buckets of the front seats, the small grasping steering wheel, the pedals poured with elastic force. The car gives a touch of individuality, cultivated in several generations of the Impreza. Of course, not everything is perfect. The steering wheel is too low, under which you have to squeeze, despite the adjustments, and then dive in order to see the tops of the instrument scales. The mirror is glued exactly in the middle of the windshield, the handbrake in the “combat” position rests on the knee. In a word, you even sit too tightly in the driver's seat, and this makes the Subaru seem more compact than it really is. Once behind, he noted with surprise: it is much more spacious here than he expected.
Of course, the Lancer is also far from being a standard, and inside it looks noticeably simpler than you would expect, looking around the car from the outside. The same inexpensive, echoing plastics, in combination with which even the leather on the seats looks pretty ordinary. And yet here it is somehow more spacious, brighter, more interesting. The eyes and other parts of the body do not enter into discussion. Juicy, bright instrument cluster, rich information display, comfortable steering wheel and pedals. The car does not offer a refined landing, and its controls do not stand out with an underlined elasticity and spirit of sportiness. Or maybe not? It is spacious, easy to get in and out, change position in the unobtrusive coverage of the driver's seat. Of course, it is simpler than the Subarovsky one, but it is quite convenient, moreover, it distributes loads well and is more versatile.
Everything seems to be with him: spacious salon, brightness of colors, quality factor of finishing. But something is missing. Yeah: in the interior of the Lancer there is not even a hint of what this comparison was made for - all-wheel drive. Only a nondescript toggle switch on the center console outwardly highlights the most expensive version of the car. In general, if you decide to show off the non-standard capabilities of a car, you will have to lead an excursion ... into a pit or onto a lift. Or try to demonstrate the features in motion. Shall we try?
STEREOTYPES AND REALITIES
O sounds that dominate the Impreza! Here the boxer motor grumbled in a bass voice and tasty, something echoed in the spinning gears of the transmission. By modern standards, all this is superfluous, at least for the normal version of the car, but it does start! Here the leg on the clutch was springing up, the hands were on the steering wheel. Let's start!
And here is the first serious disappointment. Everything seems to have been foreseen: an interior permeated with sportiness, a combat sound, there is even a slight tremor on the steering wheel. Moreover, "Subaru" willingly breaks away, demonstrating the amazing elasticity of the engine, even at low speeds. The motor does its job confidently, but completely unemotional. On this Impreza, you can switch to 4000 rpm, or you can switch to 7000, the engine perceives it the same way. Although no! In the latter case, you will have to wait until the motor slowly brings the tachometer needle to the maximum speed zone. In a word - Euro IV! Although for everyday driving - not bad.
Unexpectedly comfortable pendants add confusion. Still not fully realizing how logical such settings are, I was surprised to find that the car rolls gently along the seams, joints, and small irregularities. Moreover, at low speeds it is quite friendly and more serious on ditches. But as soon as you step on the gas, the Impreza becomes bouncy, prone to buildup. It turns out that its suspensions are not only soft, but also short-stroke, which means that they are only conditionally adapted to domestic potholes.
The sharp and impulsive steering comes into conflict with the suspensions, which at first you perceive with distrust: the car requires too much attention to itself, does not allow you to relax. Understanding of such rigor comes gradually, when with increasing speed, the Impreza behaves more confidently and reliably in corners. Feeling the firmness of intentions, it seems to stick to the road, allowing you to calculate the trajectory up to millimeters. The driver only hints, making an almost imperceptible movement of the steering wheel, while the car instantly executes the command. Cons associated with the characteristics of the suspension. In fast turns, unexpectedly large rolls and not always stable behavior on bumps interfere.
UNIVERSAL "ULAN"
"Lancer" immediately makes it clear: it is hardly worth expecting something unusual from its all-wheel drive - playing with muscles, for example. No flirting with sports. Transmission diagram with automatic connection rear wheels borrowed from the "Outlander XL" and focused primarily on the reliability of management. You can operate the "Lancer" and front-wheel drive, for the sake of efficiency. And only when necessary, for example, on a wet or slippery road, remember the second drive axle. Therefore, on asphalt, first of all, you pay attention to other features of the car.
Engine and CVT seem to study each other. One strainedly roars at maximum speed, and the other smoothly adjusts, diligently smoothing out the joint result. At first glance, it is too noisy and monotonous, does not evoke emotions. However, little by little it became obvious: smooth does not mean slow, and 150 horses under the hood of Mitsubishi are simply tuned differently and, on the whole, are no worse than Subarovskih ones. Moreover, at high speeds, the Lancer engine is even more emotional. True, sounds - in abundance! It’s worth letting off the gas a little - the Lancer seems to become quiet and docile. In some modes, it really is not as vociferous as the Impreza, and is more comfortable. But there was a bass growl, caressing pride, but here a frankly rattling, sharp sound from the muffler, to which, if you press it from the heart, a tedious roar of the engine is added, and at high speed aerodynamic whistles.
And yet the Lancer is much more versatile. Pendants do not try to seem more comfortable than they really are. The car, unlike the Impreza, habitually shakes on small bumps, it repeats the road profile in more detail. But the suspensions do not allow buildup on deep waves and cope with serious potholes much more confidently.
Handling is reliable and understandable. Calm, balanced reactions, good Feedback, stable behavior on straight lines and in corners. Alas, the Lancer does not like fast turns even in the all-wheel drive version. For the time being, he diligently bites into the asphalt, allowing you to feel the benefits of the second leading axle. But it’s worth asking for more, the car shifts outward in a front-wheel drive, making it clear: “This is not mine!” The Impreza allowed you to slide, driving a car, calculating the trajectory to the subtleties. Four-wheel drive "Lancer" - rather for a more rational distribution of forces on the wheels. And no sports, no slips!
ROYAL PRICES
These cars will not be united by any long-standing rivalry, nor by engines of similar capabilities, nor by four-wheel drive. Looking at prices, I dare to assume that there will be more all-wheel drive Lancers on our roads. And the point is not only that the Mitsubishi is more versatile, but the Subaru Impreza is more like a car for the individualist. It is also more expensive in a comparable configuration, and this greatly changes the requirements.
Our colleagues from the British auto magazine finally decided to dot the "i" in a dispute that has often led to fights among members of various fan parties. Which of the models is better? Don't think that body changes and rebuilds mean the end of the EVO line. No, nothing like that, just the image of the car is dictated by the International Automobile Federation (FIA), which draws up the regulations for rally groups N and A. The last chance to say “Goodbye!” a magnificent model for designers - to pour into it absolutely all the achievements and developments of the company. The final triple "Hurrah!", if you please.
Take the EVO III for example. It was produced for only about a year, but the guys from Mitsubishi, having spent a lot of money, managed to achieve an excellent result.
What about the EVO VI? The model turned out to be so successful that official deliveries of EVO to the UK began with it. No wonder, however, because the Mitsubishi representative office could no longer suffer losses because of the “gray” dealers who imported whole trains of EVO from Japan. The Japanese revived the name Ralliart, bringing to the UK a batch of EVO, released specifically for the Foggy Albion, and prepared to launch the EVO VII series - a real revolution in the design of the fastest Mitsubishi. The Department road cars the company was no longer included in the sports program, that is, the FIA with its regulations no longer tied the hands of designers.
Mitsubishi has lost a lot by not starting sales in the UK earlier - for example, with Subaru. Meanwhile, Fuji Heaven Industries released the Impreza at the end of 1992. On the European autobahns, the rumble of the Japanese opponent was heard in 1993, and a year later, the sobs of the bypass valve were heard on the streets of Soho. It was a real blow, reinforced by the exploits of Colin McRae, who in 1995 became the youngest world rally champion. The Impreza was a truly amazing success, and Subaru changed its image. Since then, it is not a manufacturer of machines for farmers, but a company that produces high-tech products.
Subaru's road car department was once, like Mitsubishi's, closely associated with the sports department, reinforced by specialists from the well-known Prodrive. However, in 1997, when the Mitsubishi divisions "divorced", the Subaru teams continued to work in close cooperation and embodied a good part of the FIA requirements in the Impreza assembly line. That is, anyone could go and buy a car from a local dealer, "like that Scot on TV." But do not think that in the meantime, EVO was completely “blown away” - no, Mitsubishi, along with Subaru, produced decent cars that could well participate in Group N competitions. Very tempting marketing prospects opened up for both of them.
Subaru Impreza
While the main EVO improvements were in the engine and company, Subaru focused on the Impreza's powertrain and handling. A driver-controlled center differential is now standard on all Impreza WRX STi sold in England. Its task is quite clear: the driver chooses between traditional symmetrical drive (50% of the torque per axle and 25% for each wheel) and asymmetry (65% back and 35% forward), which makes it possible to choose the most suitable mode for your driving style.
Combined with a new screw-in diff, the Impreza is even easier to screw into corners under throttle. Subaru also worked on the geometry of the chassis - changed the wheel alignment, wheel and tire sizes. The base was “stretched” by 10 millimeters, aluminum was used in the suspension, which reduces unsprung masses, meat was added at the suspension attachment points, as well as wheel drives and hinges were strengthened. The changes also affected the steering mechanism: new rods were decorated with a damping valve so that the steering wheel does not hit when driving over bumps.
Of course, the engine has not been overlooked either. They changed the shape of the combustion chamber, installed forged pistons and new rings - the engine became much more fun to spin.
EVO Faster, more agile and better equipped - this is how Mitsubishi engineers see the EVO IX. Before their talent not only for innovation, but also for the preservation of past virtues, it is worth taking off your cap. Subtle EVO connoisseurs will surely notice a new front bumper with wider air ducts, an enlarged intercooler “window”, a carbon wing, new Enkei wheels and retouched lighting equipment. But the main innovations away from prying eyes were hidden under the hood. We are talking about the MIVEC gas distribution system. In fact, the engine is still the same good old 4G63 block with a turbine, which regularly drove all EVOs - the Galant VR4 rally and road cars late 80s.
However, the MIVEC system has significantly increased its potential. It is based on speed and load sensors - at low speeds it contributes better combustion saving fuel and reducing emissions. If you stomp on the pedal, the focus shifts to filling the cylinders with mixture, optimizing the air supply and maximizing efficiency. Although in the "afterburner" modes, environmental issues are taken into account in their own way. It was MIVEC that made it possible for engineers to remake catalysts and other suffocating personal belongings in the exhaust tract, which, in turn, no longer restrain the engine at low speeds, which affects efficiency.
Drive a Mitsubishi Evo
It's been four days since the keys to the EVO got into my pocket, and I still haven't fired it right once. But still, at 7 pm, in the company of editor Steve, I met colleagues Neil and Map on the WRX STi. After a short stop at a gas station, we pulled out onto a free highway. We planned to ride to death to fully test the capabilities of both cars. We were close to the spot marked on the UK Rally legend where Markus Gronholm crashed his Peugeot 206 before two other cars made the same mistake in 2002.
That is, the place was chosen correctly. A short run through Central Wales reminded us of the EVO's penchant for open spaces. Despite the loss in the transmission and the ballast in the cabin, Mitsubishi is able to break away from Subaru.
The MIVEC turbo engine is a real little evil factory, providing you with acceleration without delays and dips. The narrower and more winding the road, the more fiercely EVO tears the asphalt with all four paws. Yes, it is also worth expressing gratitude to nature for the fresh Welsh air containing so much oxygen.
In situations in which the EVO VIII FQ300 would feel cold, the EVO IX goes just fine! The fact is that MIVEC has significantly increased traction in the lower range, that is, now the motor pulls “from the basement to the attic”, and fairly close gears perfectly complement it - in any situation you have chosen exactly desired gear, which eliminates the convulsive "shutter jerking". On the third, fourth and fifth acceleration does not weaken. Yes, the sixth is also overclocking, and not “economical”, as they would write in a magazine for housewives. We will be glad if you have a road that allows you to check all the gears in action.
Shifts at peak power are quite difficult. God forbid you release the gas with the clutch depressed, turn on the gear and sink the pedal again: arrange for your passengers not weak overloads, especially if you have poor control of your right foot. Already from 3000 rpm, the engine picks up well, and at 3500 the turbine wakes up, raising the pressure to 1.3 bar. It is worth noting that the engine has no "arrivals" and "leavings" - if you graphically depict the boost pressure, you get a straight line. Even at 7000 rpm, there is a constant pressure of 1.1 bar in the motor, that is, in the entire upper range it is ready to “shoot”. The maximum torque is already reached at 4400 rpm, and its range is greater than ever. EVO motors have always had problems with high speed- the MIVEC system corrected the "shortage". Now the power does not drop until the cutoff. Although you don’t need to turn the engine up to 7000, especially, I repeat, if you don’t know how to clearly and quickly wield the box, switch over early - you won’t lose it in acceleration. The main thing is not to lower the tachometer needle below 3500.
Drive a Subaru Impreza
To tell the truth, Subaru after EVO seems sluggish - the engine turns not so aggressively, the peak ranges are not the same ... It tires to constantly switch to maintain speed in the area of \u200b\u200bmaximum return, although the box clicks, compared to the “Evovskaya”, much more fun and easier.
However, stop! Let's drop the prejudice, let's forget everything that we felt behind the wheel of the EVO. The Subaru engine responds well to the "gas" - no jerks, delays, only acceleration corresponding to the speed. Turbo pickup starts at 3500 rpm, and the maximum torque, judging by the sensations, develops around 3900. But unlike the EVO, around 5500 the engine turns sour, and you have to switch. The cutoff, like on the EVO, works at 7000, but we see no point in turning it above 6000.
Undoubtedly, the Impreza is quite a comfortable car, you can roll it relaxed along the freeway and have a nice conversation, and not try to shout out the roar of the engine and the rumble of wide tires.
The suspension is also much more comfortable and dramatically different from the behavior of the EVO suspension in corners. Mitsubishi remarkably tumbles into the turn on the brakes and clearly shoots out of it under the “gas”, Subaru, on the other hand, falls to the front wheels when braking, and under the “gas” “dives” into the turn, but stands on the arc absolutely clearly. However, cutting corners is worth at least in order to understand the operation of the transmission and differentials.
Turning aggressively can be scary: the brain sticks to the right temple, then to the left, overloads make the heart beat faster.
Other cars respond to sharp turns of the steering wheel with a squeal of rubber, and lmpreza continues, as if nothing had happened, to break through the trajectory, refracting it in the direction that the driver sets. And as soon as Subaru owners experiencing such heartbeats?
We mean, the car turns just fine once you get used to the differential and power distribution in sharp turns, to the suspension, motor and so on. That is, you begin to feel the car. If the unity with the car has not yet happened - ride in straight lines, go through a couple of bundles at low speed until you get used to the control. Merged with lmpreza? Now you can get drunk!
WEERDICT
I think when you read this text, you noticed our obvious sympathy for EVO. Let's not lie, this is really a supercar that gives the pilot an invaluable experience. Fast, intuitively connected to the driver, the “nine” is still the most predictable of the “Evolutions” when driving in extreme conditions. Subaru's handling takes some getting used to. Yes, and "dope" could be more in it. However, the new differential perfectly complemented the design of the symmetrical all-wheel drive.
"very similar in many ways: four-wheel drive, 280 hp, turbocharging, 17-inch wheels with Bridgestone tires, Bilstein shock absorbers, Brembo brakes. You can argue to the point of hoarseness about the peculiarities of the settings of the active differentials of the Lancer or talk about its aerodynamics. But be sure: Subaru will oppose no less effective and interesting developments. In general, such cars are always eager to be tested in battle, to find the fine line between the abilities of the car and their own.
WARM-UP.
Outside the windows, the endless rain. Therefore, we postpone measuring the dynamics for the time being, but, taking advantage of the bad weather, we try on cars for everyday life. They even have Isofix anchors for child seats! And yet, counting the armrests and cupholders in these cars is too prosaic. After all, as soon as you find yourself in the arms of tenacious seats, feeling serious efforts on the pedals, feeling the racing burrow of six-speed boxes, you begin to look at many things differently. It is not so important whether the interior is trimmed with fabric or leather, soft or hard plastic of the instrument panel. The main thing is that all this is subject to a single ideology: it holds, fixes, is convenient, grasping, understandable and well readable.
A slight advantage is still for Subaru. His style is more expressive, spectacular, brighter. In addition, the instrument cluster is more convenient, as is steering wheel, and "twists" of the ventilation system. But "" contrasts the emotionality of the interior of the Impreza with an excellent sports seat, made as if to order, just for me. Yes, and the gearbox in Mitsubishi works more clearly, insuring against errors when switching.
First driving impressions give the Lancer a slight advantage. The suspension is more comfortable, in everyday life it is clearly simpler, more understandable in management, even despite the very sharp steering wheel. Where "" begins to "rest" a little at the entrance to the turn, "Mitsubishi" effortlessly follows the chosen trajectory. But Subaru takes its toll with a more comfortable, high-torque and much less noisy engine, clearly demonstrating the benefits of an additional 500 cubic meters of displacement. Otherwise, the Impreza is tougher, requires more attention from the driver, reluctantly forgiving mistakes in management.
THE BASIC INSTINCT
The tachometer needle froze at the five thousandth mark (when the gear is engaged, the electronic limiter “protects” the clutch, preventing the motor from spinning up more). Start! Lancer Evo IX jumps forward with a jerk, but then the speed drops to 2000. About half a second of turbine confusion seems like an eternity. Finally, at about 3000 rpm, a hurricane jerk follows, accompanied by a hard metallic roar of the motor that has gained power. Gears snapped, the steering wheel trembled in the hands, which immediately became too sharp, the columns of the dynamometer road began to flicker. It seems that this energy cannot be appeased, but after about a kilometer and a half the gears are exhausted and the acceleration rate weakens. The remaining 3-4 kilometers of the maximum speed "Lancer" is already getting on the sly. In principle, it is very emotional, and the motor spins great - up to 7500 rpm, only the start spoiled the picture a little. Try to "play" with the clutch? The lost fractions of a second have been made up, but the smell of burnt overlays reminds you that this technique should not be abused.
With handling at first glance, everything is in order. "Evo" and provokes hooliganism. But as the speed increases, the behavior of the car becomes more and more “straightforward”. It seems to willingly dive into the turn, but then, under the pressure, it begins to inexorably straighten the trajectory. Reset the gas, turn the steering wheel, but the car reacts very lazily to the driver's commands, demanding one thing - to slow down. Attempts to rock the Lancer in advance, at the entrance to the turn, lead to a sharp skid rear axle, which immediately flows into too wide side slip. I remember that the Evo VII drove very differently. Here, body rolls are clearly large for a sports car, obviously - the “merit” of rather comfortable suspensions. I go through the transmission settings: “asphalt”, “gravel”, “snow” - the situation changes a little. But as soon as you press the accelerator well, the Lancer still “plows” out of the turn.
At Subaru Impreza WRX STI" is not so sharp steering. A few movements of the gas pedal, and the car, as if driven by compasses, obediently hangs in a controlled skid. Overload imprints the body into the side support rollers so that you don’t want to move your hands once again. "Impreza" is logical and obedient: pressed the gas - shifted outward turn, removed - smoothly went inside. Although “smoothly” is, of course, not entirely accurate, rather “expected”. He overdid it a little with traction, wagged his stern, and the seemingly meek Impreza fired in an arc so that the road immediately became narrow, and the thought was like a hammer in my head: “Just don’t miss it!”. A little later we will find a common language, we will begin to understand each other perfectly, but this car will not forgive familiarity anyway.
Thinking about it, I remember about the adjustable locking of the central differential (cross-wheels are also available, but they have factory settings). It turns out that by switching to “manual control”, you can make your life a little easier by correcting the explosive nature of the car. With the “center” completely blocked, the car becomes more straightforward, somewhat similar to the Lancer. Having gained freedom, the Subaru is clearly more willing to turn, but less stable in side-slip control.
The Impreza starts more confidently than the Lancer, allowing you to honestly drop the clutch and immediately, without tricks, get the most intense acceleration. contiguous gear ratios transmission and "cut-off" for more low revs(7000) lead to the fact that already almost on the first kilometer the driver sorts out all six steps of the box. Then he just waits for the car to reach "top speed", which is a full 10 km / h lower than the Lancer. Oh, it’s not for nothing that the creators of the latter were carefully engaged in aerodynamics!
ETERNAL FIGHT
Their rivalry is unstoppable. As in races, one or the other breaks into the lead, bit by bit winning back seconds, kilometers, points. The latter, for sure, would have changed a little on other roads, in different weather, on different tires. Yes, and depending on the habits, priorities, training of drivers. On the pavement, the Subaru Impreza STI is tougher, more aggressive, and more interesting to drive. However, this does not mean at all that the Lancer Evolution IX is less expressive. It is faster, more dynamic, although it has a little less rally "anger". But in general, both cars are worthy graduates of higher automotive schools. Therefore, the sympathies of the experts were distributed fifty-fifty. And the scores are just a little different ...
Sergei Voskresensky: “The duel of cult cars forced us to reconsider the established stereotypes. It turns out that the famous "Lancer Evolution" - although very fast, but more peaceful than it seemed before, more "civilian" and practical car. He lost two tenths to his interesting and tough opponent.
LANCER EVOLUTION IX - KEEPING A RACING BODY, AN EXPLOSIVE, UNBEATED CHARACTER, MANAGED TO BECOME CLOSER AND MORE UNDERSTANDABLE TO A REGULAR DRIVER.
Overall score 7.9
Impressive accelerating dynamics, handling and smoothness adjusted for everyday driving, comfortable seat.
Noisy engine, not very expressive behavior on the road in "combat" modes.