After a planned track excursion test of the all new Evolution X GSR had to be canceled due to unforeseen circumstances, we decided to make the best out of time and at least get some real world time with the car. However, being that the unforeseen circumstances were unavailability of the one and only media test car, this made things a bit tough. Luckily for us, our friends at Southcoast Mitsubishi offered up a brand new unmolested Apex Silver GSR to test out for the remainder of our trip. Being that the particular test vehicle had about 6 miles on the clock, this meant we would not be doing acceleration tests, track laps, or any other sort of abuse that may compromise the break in. It did though give us 24 hours to really live with the car.
Shortly after picking up the freshly detailed Evo, we decided what better idea then to head out from Costa Mesa to the valley just north of LA…at roughly 4 PM. What could go wrong with that plan? Pulling onto the 5 north and enjoying the carpool lane, the GSR is noticeably stiff, but not uncomfortable. A feeling similar to the previous model, but a bit more poised and generally more pleasant. The cabin noise appears to be lower, although still louder than the X MR. The first minor complaint however is that it almost seems to be missing a gear at good highway speed. The gearing keeps the revs up in the mid to high 3k range which is not bad, however slightly noticeable.
This minor issue was quickly resolved by the involuntary slow down of LA traffic, and plenty of it. With nothing better to do, it gives us a chance to look over and discuss the details of the new interior design and features. Our test car came equipped with the SSS package, which included the upgrade Rockford Fostagte stereo, fast key, larger spoiler, HID lights, and some other details. With a 6 disc in dash changer and 600 watts, we had absolutely nothing to complain about. A hands down improvement. Looking around the rest of the interior, the design is both more appealing and a bit more upscale. Material qualities are not quite the tremendous upgrade some might have been expecting, but are seemingly better nonetheless. Details such as the gauge cluster with its digital center information display, and even the HVAC controls are noticeably improved and more fitting for the price point. One of the best interior features on the Evolution line has always been the Recaro seats and this model is no exception. With a slightly longer knee support than the Japanese version, the X seats remain snug and comfortable even for our 2 hour park on the 5 freeway. The switch to all black rather than the various two tone colorations for the VIII and IX were a welcome change to us, with a less polarizing appeal. Although the new seats are near flawless, the faux carbon finish on the harness pass through does come off, well, a bit faux. The final noticeable variation for the previous model noted was the array of steering wheel mounted controls. While we enjoyed and possibly preferred the simpler and sportier Momo wheel of the past, the controls do offer more daily usefulness while the leather wrapped grip offers and excellent feel.
After retuning from our many hour excursion on the Los Angeles freeway system along with some city side streets, we had endured the worst of what an Evo owner would have to live through and survived without major complaint. And while I would rather be shot in the foot then volunteer to do this again, even a Camry, king of the commuter cars, could not have made the trip more pleasurable. So we lay the Evo to bed with plans to put it in its element in the morning. Location: The sweeping canyon roads of the Ortega Highway.
After a brief drive down the coast to Dana Point, we meet up with our camera car to get some exterior video of the X in the scenic mountains. Needing a camera car that could stay clearly ahead of us, we figured an Audi R8 would do the trick. Possibly overkill, but definitely entertaining. It does prove difficult however to stay in view of the Chase Cam suctioned to the rear hip of the Audi supercar while short shifting and trying not to break laws. Luckily, we had our extremely talented driver Ali AKA SPT behind the wheel. The planted feel and impressive handling of the X helps to make up for our unavoidable shortcomings. This is especially noticeable in tight corners where the turn in is incredible with a hint of body roll. It seems nearly impossible to make the X GSR under steer. Previous to this test, neither of us had personally experienced an AYC equipped Evo, and as such were skeptical of its effects. It is an immediately noticeable difference, altering the attitude of the car to maintain proper turn in and line. Being that we were not pushing the limits for fear of death by 300 ft drops or the possibility of jail time, it seems even more impressive that we were able to feel this. A slight annoyance in the corners came not from the handling, but from the A pillar. On tighter left hand corners, the forward raked and slightly larger A pillar becomes a noticeable part of your line of vision making me lean slightly to the right to see the road ahead. Again though, a pretty minor complaint.
Almost 24 hours, 300 miles, and one tank of gas later, we stop back by Southcoast Mitsubishi and hand over the keys. And while we did not get to test the limits of performance, we did accomplish something altogether just as important for most perspective owners: Living with the X in a real world environment. While there were a couple tiny issues noted, the X is a noticeably easier and more pleasant car to live with without losing the Evolution feeling. At no point do you forget you are driving an Evo, however at the same time will not regret you are driving one. One other conclusion from this would be if you choose an R8 to be a camera car, have it chase, not lead.
