2009 Subaru Impreza WRX265 vs. 2009 Mitsubishi Lancer Evolution GSR
Pocket rocket shootout
There is no shortage of hot little sedans and hatchbacks out there these days, but there are only a few that can offer all-wheel drive alongside turbo power. Until recently, the Subaru Impreza WRX was one of the only major choices available, drawing many fans for its bulletproof drivetrain and overall balance between poise, power and price. Now, Mitsubishi has stepped forward with another option for Canadians – the Mitsubishi Lancer Evolution – and comparisons between the two are inevitable.
Subaru Impreza WRX265
Subaru has been heavily involved with rally racing for years, and the WRX version of Subaru’s popular Impreza line acts as an intermediate step between the commute-friendly Impreza and the hard-core WRX STI – a 300-plus hp rocket that’s all about performance, both down a straight line and in the corners.
Subaru’s new WRX265 puts (you guessed it) 265 hp to all four wheels from a 2.5-litre DOHC four cylinder boxer engine equipped with a high-pressure turbocharger and intercooler.
With a curb weight of 1,440 kg, the WRX has a very good power-to-weight ratio –meaning it will scoot along very well indeed once the turbo kicks in somewhere around 1,200 rpm. The Subaru’s larger engine (the Lancer Evolution runs a 2.0-litre powerplant) provides engine torque lower in the, and more evenly across, the rev range.
The WRX offers a five-speed manual transmission, much like the Lancer’s, although the gears are a little steeper than Evo’s close-ratio setup. The WRX is smooth shifting, with an easily modulated clutch that is neither whimpy nor overly heavy, and the taller gears lead to a relatively quiet cruise at highway speeds, even with a moonroof and all season tires. Summer trips would be quite comfortable, especially with the car’s decent-sounding stereo equipped with satellite radio.
Experience tells me that the WRX, equipped with 17-inch low-profile rubber on 10-spoke aluminum alloy wheels, will acquit itself admirably cornering on bare pavement, but the big test in many parts of this country is cold weather performance. The car’s traction control and vehicle dynamic control systems helped effectively and discretely when the symmetrical all-wheel drive was pushed past the point of adhesion on ice and snow – a point well beyond the comfort level of the average front-wheel drive commuter.
The WRX has virtually the same interior as the standard Impreza, which isn’t a bad thing at all. The materials work well together and give a mid- to upper-grade feel to the cockpit. There isn’t a lot of extra instrumentation (I would have liked to see a boost gauge to help keep fuel consumption down) and the red backlight tends to disappear in high light levels unless you discover the ‘full-on’ display light switch to the left of the steering wheel.
The seats are supportive without being too tight, and visibility all around was quite acceptable as well.
Mitsubishi Lancer Evolution GSR
The Lancer Evolution has its own race-oriented history, having battled in the World Rally Championship for many years to a good deal of success. Unlike the WRX, which operates at a lower turbocharger boost rate than the STI, the Evolution GSR I drove runs virtually the same engine as the top-end MR trim – the only major difference being the GSR’s five-speed versus the MR’s impressive twin-clutch SST transmission. This means the Evolution GSR puts the same 291 hp and 300 lb.-ft. to the road surface as the MR. That’s a significant jump in pony power over the WRX265, but the Evo also weighs in 155 kg heavier, reducing its weight-to-power advantage somewhat.
But a horse for every five and a half kilos is still pretty impressive, especially once one has worked the engine up close to 2,000 rpm, where the real ‘Wahoo’ quotient is found. Keeping the Evo in this sweet spot is relatively easy, thanks to the aforementioned close-ratio gearbox that drops just shy of ‘notchy’. The transmission and clutch setup is less forgiving than the Subaru’s but you’ll likely find yourself relishing the challenge of making that perfect shift.
With experience on the track with this little go-kart last fall, I can tell you that that the Evolution is one lively ride when pushed hard, and the GSR also performed impressively on slick, snow- and ice-covered surfaces this winter, thanks in part to an excellent set of winter boots. The high-rev torquey-ness of this engine made driving it hard a little more difficult in the cold, and the traction control system – while effective – was much more abrupt and intrusive than the Subaru’s. The 40-series tires on 18-inch rims look great and translate your inputs into action quickly, though, so it’s not tough to avoid intervention if you drive sanely.
The Lancer Evo’s interior is comfortable enough, but its cockpit and general layout is a little less unified than the WRX’s. The general quality of the materials seems to fit lower on the quality scale, too, although the car’s sport seats are outstanding for spirited driving. The view out the back window suffers a split personality thanks to the large spoiler attached to the trunk lid, and the view to each rear quarter is less than ideal. But who’s going to be looking out the back much? It’s not like there are many cars likely to catch you.
In a nutshell ...
There’s no question the Lancer Evolution GSR is a blast to drive – and that its cold-weather performance is almost as stellar as its warm-weather fun factor. But the GSR currently lists with an MSRP of $41,498. There’s also a whole range of ground effect and appearance accessories listed that will allow you to spend literally thousands more to ‘personalize’ your ride even further. The Subaru WRX265 starts at $33,995 (plus delivery charges), a mere $3,000 more than the 224-hp ‘standard’ WRX.
When you throw in the better visibility, interior quality and ride quality, the Subaru can provide plenty of fun on a much more frugal budget.
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