New engine or not, there is no escaping the fact that even in its most docile form the Evo X produces 291bhp from an engine of just 1998cc. So it’s no surprise that the Evo still needs to be worked to deliver its best.
It’s best to keep it beyond 2500rpm, from where the momentum builds before hitting full stride at 3000rpm. Peak torque of 300lb ft is produced at 3500rpm, but in practice the torque curve is flat from 3000-5000rpm, and it’s within this range that the Evo feels most urgent.
What of Mitsubishi’s dual-clutch gearbox? Unless it is set to the most extreme of its three shift patterns those seeking mechanical involvement will find there is just too little. But it does provide the Evo with a more adaptable character, and with it, we imagine, a broader audience.
Yet with the engine at its sweet spot and the gearbox delivering swift changes, the Evo feels so much quicker than the figures suggest. So effectively did it dispatch our cross-country test route we retested the 0-60mph sprint and yet it went no faster.
Take the Evo down a B-road and several things will be revealed. First, that 20 miles will pass as if they were 10; it’s so easy to maintain speed without really trying. Second, and more importantly, it is not necessary to drive the Evo at full pelt to get a buzz.
We’d be remiss if we didn’t tell you that at slow speeds the X rides really quite poorly, with a lot of cabin intrusion. But this drawback aside, the Evo rides and handles exceptionally. The body control and primary ride at speed copes with most compressions without troubling its bump stops.
The steering is quick, without being nervous, and strong on feedback. Wieldy and nimble, the X turns into a corner with a keenness that excites, but then provides a seam of information so strong that it breeds confidence.