Mitsubishi

2015 Mitsubishi Lancer Evolution

     

   Much like the Chevrolet Corvette, the Mitsubishi Lancer Evolution has practically sold itself. Yes, those two cars are nothing a like, but the EVO has been snatched up by young males like a pair of half-priced boots on Black Friday. While the Corvette has made it into the nervous and aging hands of middle-aged men experiencing a midlife crisis.

       Go to an EVO gathering and you’ll see anything from a girly pink wrap to a completely modified track only monster. It’s kind of like the Miata; people usually don’t buy one to leave it bone stock. There are more modified Miata’s in the world than stock ones and the same can probably be said for the EVO.

After numerous generations, this 2015 EVO is said to be the last ever produced by Mitsubishi. Fans and owners pull out your hankies and those who really don’t know an EVO from a WRX, listen up.

  It’s 2.0 liter MIVEC turbo charged engine pushes out 291 horsepower and 300 lb-ft of torque all mated to a 6-speed twin-clutch transmission with all four wheels driven by Super-All Wheel Control.

          The EVO’s power output left more to be desired from behind its leather wrapped steering wheel. With 291 HP @6500 RPM and 300 lb-ft of Torque at @4000 RPM I jumped in expecting a fairly quick and sporty ride. What I got instead was some much-needed torque in the lower rev range and a disconnect between myself and the car. I wanted so much to feel the obsession EVO owners have for every generation, but it never quite hit me. It was underpowered for a car of its 3571 lb size.

The Super-All Wheel Control system did put my reservations aside when pushing the EVO around tight and twisty corners. The car felt planted and I felt confident in its ability to keep all four wheels continuously driving the EVO. An integral part of the car is the 6-speed twin-clutch Sportronic transmission, exclusive to the EVO MR. While almost every other Automaker is making the most out of flappy paddle gearboxes with 7-8 gears, Mitsubishi offers a six as the only transmission in the most top-end EVO. Why? 

Sure, Sport mode is a lot more fun than Normal, especially when moved over to Manual Shifting. Allowing the car to shift for you in Sport emanates exhaust notes miles better than leaving it in Normal, with upshifts occurring above 4,000 RPM. I left the trans in Sport Manual Shifting mode for the most part to really hear the engine and exhaust the way I’d want it to sound as an EVO owner. As much as I played around with the Sportronic transmission, it never really exceeded my expectations.

       Driving through my favorite canyon, the transmission felt more like an afterthought than an integral part of the car’s being. If the option of rowing your own gears is to be taken away completely for a top-end model, the transmission it’s swapped for should make every EVO owner want to trade in and trade up. For someone who lives and breathes sports cars, the Sportronic transmission didn’t sway or change my strong opinions, in fact it pushed me further towards my old-fashioned beliefs that manuals are still the best way to go for me.

        The MR features an interior perfect for a single owner and even works for a small family of four. The front seats are manually adjusted and the rear provides enough room for two reasonably tall passengers to fit comfortably. The trunk isn’t huge but does offer enough space for some grocery bags or a spare tire or two for those weekend track days. This particular MR also features the Touring package, which includes: leather seating surfaces, power glass sunroof, heated front seats, sound dampening enhancement and scuff plates.

         I’m one of those car nuts that can look past an interior if the car looks good on the outside and is fun as hell to drive. While the EVO does sport some sexy skin (more on that later), you’ve already heard my thoughts on performance, so that leaves the interior. And that’s about it. It’s an interior. It’s lacking some vital textural elements that can so easily bring an interior from “bla” to “sweet.” An option that was offered on EVO’s years past that would have provided a more race oriented feel are Recaro seats. I’d take a pair of cloth ones over heated leather seating surfaces.

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 Materials felt and visually seemed cheap with no real color variation causing one to feel like they were stuck in a black hole. The biggest plus was the Rockford Fosgate stereo system. One of the best I’ve heard in some time. Just make sure all settings are turned on, otherwise it sounds about as good as your average economy car. Using Bluetooth audio and hands free calling is pretty easy and safe thanks to some steering wheel controls and large screen buttons.

 This EVO lacked a navigation system to play with. It seemed a little pointless to have a navigation type screen with no navigation system. There are quite a few optional packages that EVO buyers can choose to personalize their car, and it just doesn’t make sense to leave that off the standard equipment of a car geared towards a younger buyer.

  Finished in a sleek Octane Blue paint, the car’s standard BBS wheels and Brembo brakes give the car a race ready look without busy stripes and stickers. Bilstein shocks, and Eibach springs, also come standard on the MR, further adding to the car’s impressive ride quality. If you like a heavy dose of track work on the weekends you’re already on your way with this car.

  By far, the best part of the EVO MR is its completely aggressive and timeless exterior styling. From every angle, the EVO is purely alluring and totally awesome. If looks could kill the EVO would be one of very few cars remaining under $100,000. Even down to the non-functional hood scoop/fender vents and completely planted look, I relished in the numerous stares and attempts to race on several city streets.

Based on looks alone, I can see why the EVO has enjoyed such a huge cult following. With its standard race inspired parts and Japanese engineering it’s no wonder so many have turned these stunning blank slates into some completely modified machines. Due to its lack of common standard equipment, unadorned interior and lacking performance, I can also see why Mitsubishi is ending the EVO’s production run.

While Mitsubishi doesn’t plan to replace the EVO with a successor, it’s easy to say that the 2015 Lancer Evolution MR is the last clearly defined sports car to leave the Mitsubishi plant.

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2015 Proton Saga FLX

Saga FLX

        The Proton Saga Plus has officially been revealed! Billed as “the most popular people’s car in Malaysia”, the Proton Saga Plus arrives on the scene as a replacement for to the Saga SV, Saga Executive and Saga SE the latter two will be discontinued in a bid to provide “more value to consumers.”

        So, what exactly is different on the new Proton Saga Plus? For starters, it adopts the same bodykit as seen on the Saga Executive, which equates to a sportier front bumper, side skirt and a rear lip spoiler. Elsewhere, the Saga Plus features 14-inch wheels as well as a ‘Plus’ insignia, located on the upper left side of the boot.

       As it is based on the Saga SV, everything else in terms of interior equipment and whatnot gets carried over. This same applies to what’s under the bonnet a 1.3 litre Campro IAFM inline-four engine with 94 hp at 5,750 rpm and 120 Nm of torque at 4,000 rpm is to be found. Transmission options include a five-speed manual and CVT gearbox.

“The Saga Plus design not only appeals to those with a small family but also to youths and young executives who have just entered the employment market,” said Datuk Abdul Harith Abdullah, CEO of Proton. “The model carries the exterior of the Saga Executive variant while retaining the SV price bracket. This means that there is no price increase despite having the improved looks,” he added.

Order books for the Proton Saga Plus are now open with units set to go on display at all Proton showrooms on August 15. Five colours are available Tranquility Black, Fire Red, Genetic Silver, Solid White and Elegant Brown. Prices begin at MYR33,242 for the manually equipped version and top out at MYR36,576 with the CVT and metallic paint. A three(3) year or 60,000 km (whichever comes first) warranty is offered.

Zaki Aoto World Offer :

Features of the new Saga FLX:

1. Power Windows on the windshield and rear
2. The side mirror with LED side lights
3. Airbags detached
4. Panel on steering audio (Executive & SE only)
5. The rear spoiler (Executive & SE only)
6. New Alloy Rim (Executive & SE only)
7. The front and rear bumper
8. The new front
9. The braking system ABS & EBD (Executive & SE only)
10. The 6-speed gearbox (auto variations only)
11. leather seats (SE only)
12. Bodykit Front & Back (SE only)

Proton Saga FLX 1.3 Price:

Saga FLX 1.3 (M) PLUS :

- RM 33,242.00 (Solid) RM 33,719.00 (Metallic) monthly from RM 354.00

Saga FLX 1.3 (A) PLUS :

- RM 36,099.00 to RM 36,576.00 (Metallic) monthly from $ 385.00 Saga FLX 1.3 (M) Executive :
- RM 41,419.00 (Solid) RM 41,896.00 (Metallic) monthly from RM 445.00
Saga FLX 1.3 (A) Executive :
- RM 43,844.00 (Solid) RM 44,321.00 (Metallic) monthly from RM 470.00Saga FLX 1.6 (A) SE :
- RM 48,617.00 (Solid) RM 49,094.00 (Metallic) monthly from RM 520.00
 
* Based on a 10% down payment for a period of 9 years loan.

Documents required (copy):

1. Identification Card
2. License
3. Pay Slip 3 months
4. Bank Statement 3 Months OR EPF statement
5. Scroll degree OR Diploma (Graduate Scheme Only) Buy new

    Proton with Zaki Auto World.

You will get FREE:

- YES 4G annual subscription worth RM 1000 ++ (Except Model SV, Satria Neo Standard, Iriz 1.3 Suprima Standard)
- Voucher Tinted RM 300 x 2
- Road Tax Sticker
- 3 Year Warranty

Free Gift Extra (Application For Online):

- Premium Tinted worth RM 480 (Ready to Install)
- Smart Tag (Except Saga Plus & Iriz 1.3 Standard)
- Touch N Go
- Steering Lock
- Perfume Ambi pure/Glade
- Umbrella
- Full Petrol Tank (Full Tank)
- Sun Blasting

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Subaru Impreza

Subaru Impreza information: everything you need to know if you own a Subaru Impreza, are thinking of buying one or just want to find out more about the Scooby. Click on the links below for all of CAR Magazine’s news, reviews, videos, scoops and spy photos of the Impreza car range. We list the top 10 stories for each model and where appropriate you can click on ‘More’ to browse even more of our archive.

          Born on the rally stages, the Impreza achieved a cult following among the sport’s fans but left the scene shortly after the saloon was reinvented as a hatchback. Nonetheless, there remains four-wheel drive, a decent chassis and 300bhp. For more information on the Subaru Impreza, click on our further stories on the links below.

The Subaru WRX STI is back. Those three letters: W, R and X struck fear into the hearts of drivers of much more expensive machinery back in 1994 when the bargain pocket rocket first landed in showrooms, and still kicked up a fuss when the last version went off sale in 2012. While Mitsubishi is killing off the Lancer Evo, Subaru has turned up with this, the flagship STI model, for the UK.

Simple: turbocharged boxer engine, all-wheel drive and a saloon body. It’s based on the Impreza that’s on sale in the USA Subaru’s biggest market globally which means it has a longer wheelbase, sits lower and is the same width as before. There’s a 460-litre boot out back, where that trademark rear wing lives, while underneath the 2.5-litre turbocharged four-cylinder is mated to the same six-speed gearbox as its predecessor (there’s no auto), and makes the same power, too: a VW Golf R-matching 296bhp. 

What, no more power?

          That’s right, but it’s far from game over for the STI. Subaru’s STI boss, Masuo Takatsu, says that the development team has focused in driver involvement and satisfaction and the STI doesn’t fail to deliver. Fire up the boxer engine, with its traditional warm burble, and immediately it’s like a WRC reunion. Yet there are some significant changes: the suspension is significantly reworked, with lower mounting points and greater stiffness, as well as thicker anti-roll bars at both ends. The body, too, is 40% stiffer in terms of torsional rigidity, and despite the size increase over the old hatch and it’s 10kg lighter overall. 

So is it different to drive?

          The STI is a more polished performer than its predecessor, but don’t confuse polished for bland. Of the three drive modes, ‘Intelligent’ is the pick for stop-start traffic, but even ‘Sports Sharp’ the most extreme mode  sees this high-performance saloon perfectly livable day-to-day, even in terms of ride quality. The 5.2sec 0-62mph time is wasted by cars like the impressive new VW Golf R and Seat Lean Cupra, which are all a similar ask to the STI’s £29k, but again, it’s how the STI delivers this experience that makes it a serious contender.

How good is it around bends?

Sublime. On the soaked Swedish roads that we tested on, the STI held on like fat-rubbered sports car in the dry. Keep the revs above 3000rpm and there’s a constant answer whenever you flatten your right foot, maximizing the turbo boost and the 300lb ft of torque. Turn-in is pretty good, and steering response near instant, but its steering weight is a little inconsistent. It lacks precision on long, sweeping bends, but on the tight stuff it’s spot on, allowing you to place this saloon with absolute accuracy. Even with VDC off, the torque vectoring (which can’t be turned off) and all-wheel drive will help push the rear around a bend if you overcook it and lose the nose into a bend.

       The STI weighs 1534kg, but it feels nimble and agile, pivoting superbly especially if you set the center diff to the rear bias, reducing under steer. Its road holding is exceptional on its 18in Dunlops, and the amazing flat stance under throttle and supreme stability when abusing the brilliant four-piston front brakes gives you far more confidence that you should have…

          The gear change, too, is smoother than before, bit it’s still not a slick-shift action: it’s a two-step process from second to third, for instance, not one knife-through-butter movement. The ride is excellent, and it settles instantly over larger bumps when you’re on the run, and is still comfy around town. This is a supremely fast, livable machine. 

Weak points?

           The interior. Subaru has partied like it’s 1999, with no elegance or flair inside. Like the brand's SUV products, it’s agricultural and dated adding carbon fiber can’t gloss over this. The interface, the dials, the lack of a touchscreen and the cheapness of materials combine for a car that feels way too familiar for an all-new offering. It really is all about the driving. Oh, and you can option gold wheels and WR Blue paint if you really want to…

Verdict

        Our first drive of the STI has us grinning ear-to-ear for its Tarzan-like grip in the road, its accessible, useable engine punch and it’s accurate steering. Its chassis is so well balanced and the more and more you drive it, the more it melts into you and you start to realize just how good this car is. It’s a supreme point-to-point performer and, based in its brisk, effortless pace, would be a four-star car.

      Yet as a complete package, the dated cabin lets its down. There are also so serious holes in the spec, such as no dual-clutch transmission option, while the engine made of aluminium and loaded with character has missed out on tech like the BRZ’s direct injection. For that, the STI will easily be overlooked in the sales war but for many, it’s the return of the messiah.

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