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Say what you want about compact Japanese sports sedans, but the fact is they represent the best bang for the buck in the marketplace today. And they've quickly developed a loyal following from a new generation of car enthusiasts who appreciate their style, performance and affordability. Two cars that have defined this segment, the Mitsubishi Lancer Evolution and Subaru Impreza WRX STI, are poised to take their game to the next level, extending their rivalry. While details about the all-new versions of these machines remain sketchy, we've uncovered a bagful of information that'll give you a good idea of what to expect when they hit their respective dealerships in early 2008.


It's no secret that Mitsubishi's concept Prototype X, unveiled at the North American International Auto Show in Detroit earlier this year, is basically how the next Lancer Evolution will look, but there will be minor differences between it and the final version. The production model will have round foglights inside the front bumper, and the side mirrors will be slightly different. The images you see here represent the finished appearance, including the 18-in. alloy BBS wheels shod with Bridgestone Potenza 245/40R-18 tires. With a name that can stretch as long as that of an Arabian king, Mitsubishi may drop “Lancer” and the numerical designation from the car's official name, but for now, we'll refer to it as the Evo X (Ten).

At first glance the Evo X looks significantly larger than the current model (the Evo IX), but actually, it's a tad shorter. Overall width and height have grown slightly, and the wheelbase has been stretched to 103.7 in., which results in more interior space and better overall ride quality.

While Mitsubishi was eager to let everyone see how the next Evo will look, the company has carefully kept all technical information hidden away in a bento box deep within the confines of its global and North American headquarters, located in Tokyo, Japan, and Cypress, California, respectively. Hungry for this information, we sent our spies and insiders to track down the protected material, and they came back with the mother lode.


At the heart of the Evo X is an all-new aluminum 2.0-liter inline-4, codenamed 4B11. This powerplant features MIVEC (Mitsubishi's variable valve technology), four valves per cylinder and a big turbocharger. Recent estimates put output at roughly 300 bhp peaking at about 7000 rpm and 325 lb.-ft. of torque coming at a low 3000, both noticeable increases from the Evo IX. Also, this new 4-banger is lighter than the previous engine by about 50 lb.

A standard 5-speed manual gearbox and a new 6-speed twin-clutch automatic with manual mode, codenamed SST, will be offered. The latter is similar to Volkswagen's DSG, meaning that it's essentially a manual transmission that has a seamless full automatic mode. In manual mode, up- and downshifts are performed sequentially via paddles behind the steering wheel, with each gear change performed faster than any human hand. An anonymous source inside the company claims that this new transmission will be better than VW's.

“Because ours comes well after Volkswagen's version, we needed to make it noticeably better or our customers won't be satisfied. And we're talking about the Evo here, so the feeling is that if our semiautomatic isn't perfect, we'd be better off offering just a conventional manual transmission,” he said. Expect the car's 0-60-mph and quarter-mile times to remain about the same as the Evo IX's, maybe slightly better with the SST because of quicker upshifts.


The Evo has built its reputation on being one of the best-handling cars in the world — things get even better with the new car. The suspension geometry of the Ten will remain relatively unchanged, but forged aluminum pieces are now used throughout to keep weight down. The new Evo is heavier than the model it replaces, weighing about 3500 lb., but the chassis is much stiffer. Also, ride quality will be smoother. But don't think for a moment that its cornering prowess has been compromised.

For the first time ever, U.S.-spec Lancer Evolutions will be equipped with AYC (active yaw control) and S-AWC (super-all-wheel control), as well as ACD (active center differential) and ASC (anti-skid control). AYC helps prevent the car from under- and oversteering severely via sensors that measure the car's speed and lateral acceleration. S-AWC, new in Evos worldwide, works in conjunction with AYC. It monitors the car's yaw rate to predict where the driver wants to go, then makes sure he gets there by slightly modulating the throttle and brakes. Purists need not worry because the system hardly interferes with the driving experience.

Unlike most active yaw-control systems that reduce vehicle speed to counter under- and oversteer, S-AWC's objective is to use them to increase the handling limits of the car. So when you step on the throttle in mid-turn, and the front or rear tires lose some traction, S-AWC won't automatically cut engine power or slam the brakes. It'll allow some tire slippage, and help you stay on your driving line. Only when it senses that you're nearing the point of no return will it resort to more extensive measures.

The tenth version of the Lancer Evolution will no doubt be the most civil and comfortable ever, but Mitsubishi was careful not to mess with the sharp-edged nature that has defined past Evos. And it'll still be a relative bargain. We predict a base version to come in around $32,000 with the top-of-the-line model hitting about $36,000. A 5-door hatchback is expected to join the lineup sometime later in 2008, but whether that car comes to the U.S. remains to be seen.


The unveiling of the 2008 Subaru Impreza WRX at the New York Auto Show caused both nods of approval and gasps of horror. Some liked the European flavor of the new design while others missed the hard-edged nature of past WRXs. Subaru has taken a new direction with its popular pocket-rocket, introducing a sporty-looking 5-door hatchback and an elegant sedan. But the question on everyone's mind was: What will happen with the super-high-performance WRX STI?

Unlike Mitsubishi and its Evo X, Subaru isn't quite ready to show off the styling of its highest-performing vehicle. The official debut of the car is still a few months away — probably at the Tokyo Motor Show this October — but we were able to get our hands on some vital information that provides a clear picture of what the next WRX STI will be like, including its basic appearance.



Take the exterior of the stock 5-door WRX and inject it with large doses of steroids; now you have an idea of how the next WRX STI will look. The car is about 3-4 in. wider than the stock Impreza WRX, with pronounced fender flares front and rear. “Muscular” is the operative term here, with the overall essence of the STI being that of a purebred race car instead of a street-legal 5-seater. The grille will be different from that of the stock WRX — black mesh will replace the chrome highlights of the stock car's — with the Subaru badge and STI logo placed inside. The car is a bit shorter than the current STI, measuring about 174.0 in. bumper to bumper, but wheelbase has grown to 103.1. As with the current model, gold-colored wheels will be optional, but they'll be 18 in. instead of the current model's 17s. The huge rear wing that has defined past WRX STIs will be replaced by something more subtle, like a diffuser coming off the roof.

Underneath the hood scoop is the same turbocharged 2.5-liter flat-4 of the past model. JDM (Japan domestic model) STIs will be powered by a 2.0-liter flat-4 for World Rally homologation reasons. The output of the 2.0-liter flat-4 is rumored to be at 300 bhp, which means our 2.5-liter version should pump out about 320. Torque will be around 320 lb.-ft. at 4000 rpm. The slight boost in power, coupled with the fact that the car will be about 50 lb. lighter, will make the next WRX STI just as quick as, if not quicker than, the Evo X.

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Subaru Impreza WRX STi

Price est $35,000
Curb weight est 3300 lb
Wheelbase 103.1 in.
Length est 174.0 in.
Width est 71.0 in.
Height est 58.0 in.
Engine & DrivetrainType alum. block & heads, turbo flat-4
Valves 4-valves/cyl
Displacement 2457 cc
Horsepower est 320 bhp @ 6000 rpm
Torque 320 lb-ft @ 4000 rpm
Transmission 6-speed manual
Chassis & BodyLayout front engine/awd
Body/frame unit steel
Brakes, f&r vented discs, ABS
Steering rack & pinion, variable pwr assist
Suspension, f/r MacPherson struts/multilink
Wheels forged alloy, 18 in.
Tires Bridgestone Potenza, 235/40R-18
Performance0–60 mph est 4.5 sec
0–1320 ft (¼ mile) est 12.5 sec

Mitsubishi Lancer Evolution X

Price est $32,000
Curb weight est 3500 lb
Wheelbase 103.7 in.
Length est 180.0 in.
Width est 71.5 in.
Height est 58.0 in.
Engine & DrivetrainType alum. block & head, turbo inline-4
Valves 4-valves/cyl
Displacement 1998 cc
Horsepower est 300 bhp @ 7000 rpm
Torque 325 lb-ft @ 3000 rpm
Transmission 6-speed semiautomatic
Chassis & BodyLayout front engine/awd
Body/frame unit steel
Brakes, f&r vented discs, ABS
Steering rack & pinion, variable pwr assist
Suspension, f/r MacPherson struts/multilink
Wheels forged alloy, 18 in.
Tires Bridgestone Potenza, 245/40R-18
Performance0–60 mph est 4.5 sec
0–1320 ft (¼ mile) est 12.5 sec

Sixty mph should come in around 4.5 seconds, and the quarter-mile mark in about 12.5. The boxer powerplant will be mated to a 6-speed manual gearbox — no automatic or twin-clutch system will be offered. What's new is Subaru's SI-Drive. This system, already in the Legacy spec.B, allows the driver to map the throttle to three different settings: Intelligent, Sport and Sport Sharp. It modifies the engine's torque characteristics, changing the way power is delivered. Intelligent mode is programmed for everyday commuting, while Sport Sharp is intended for sessions under the red mist, with super-quick throttle response and faster power delivery to the four wheels.

There probably won't be fancy traction- or yaw-control systems in the STI like in the Evo X, but DCCD (driver's control center differential) remains, allowing the driver to vary the torque delivery between the front and rear axles. The suspension system will be MacPherson struts up front and a multilink setup at the rear, the latter similar in geometry to that of the Legacy wagon. There are rumors that custom performance dampers, produced with Yamaha, and 6-pot front brake calipers from Brembo may make it into production. A yaw-control system similar to Mitsubishi's AYC is said to be in the works, but we're not sure if it will make it into this car. What we do know is the new STI will have sharper handling characteristics than the current model, without a sacrifice in ride quality, thanks to improved structural rigidity, a retuned suspension and its compact size.

Subaru wanted to keep things simple with the next WRX STI, opting not to cram it with all kinds of high-tech gadgetry. The engineers decided to focus on the basics and keep the price tag as low as possible. Early reports indicate that the next WRX STI will be priced about $35,000, right in the neighborhood of a certain aforementioned compact sports sedan. The on-sale date of early 2008 is also right on top of the Mitsubishi Lancer Evolution X. The official launch of both cars is still more than a half year away, but the battle lines are already being drawn. We can't predict which car will come out on top, but we do know that it's going to be one helluva dogfight.