Mitsubishi Lancer Evolution 10th Generation 2008-2015 Review

The Mitsubishi Lancer Evolution X never received a meaningful facelift and was only given minor updates through the years.

The Evo 2015 receives new side mirrors that contain integrated turn signals¹.

The old antenna on the rear center roof of the Lancer Evolution X 2010 has been replaced with a shorter one¹.

The 2010 Evo X gets leather trim on its parking-brake grip¹ and the monochrome red multi-function display in the gauge cluster is exchanged for a full-color display².

The only change to the 2012 Evo's interior is the addition of soft-touch trim on the door panels.

The 2014 Evo receives a 6.1-inch touchscreen display on the center stack between the air vents.

The Recaro sports front seats are no longer fitted to the 2015 Evo and the front cup holders are redesigned.

The tenth-generation Mitsubishi Lancer Evolution loses the famous, long-running belt-driven 4G63T turbocharged 2.0-liter engine with its cast-iron block used since the '80s. This motor's origins go back to the '70s Sirius engine. In its place is a 2.0-liter turbocharged derivative of the joint-venture GEMA world engine shared by Mitsubishi, Chrysler, and Hyundai. It is the only engine offered in the Evo X. Two transmissions are available - either a five-speed manual or a six-speed dual-clutch automatic.

Both manual and automatic Lancer Evos produce figures of 19 mpg on the combined cycle and should be able to travel around 275 miles on the small 14.5-gallon tank. While this short range is not ideal, it worsens significantly when maximum performance is extracted from the engine and fuel economy figures naturally plummet. Frequent gas-station visits will be part of life for the average Evo X driver. Not enough Evo X owners submitted their real-world consumption figures to the EPA but other online owners' forums suggest that the six-speed automatic's figures do broadly agree with the EPA's with most owners' results dotted from 17-20 mpg. Hard driving can reduce that to 15 mpg and highway cruising can squeeze as much as 23-24 mpg out of the Evo.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

The 10th-gen Mitsubishi Lancer Evolution was never crash-tested by the NHTSA as a separate model, only the normal Lancer was. However, since, the cars are structurally essentially identical, the results for the normal AWD Lancer can be applied to the Evolution as well. According to the more lenient pre-2011 crash standards, the Lancer achieved a sound blend of four- and five-star ratings. When the stricter 2011 standards came into play, this dropped a little, but not dramatically so. Even the post-2011 Lancer achieved four stars for all disciplines, which is entirely acceptable for an old car. The first post-2011 result available is that of the 2012 Lancer; the 2011 model wasn't tested.

The standard safety specifications read well for a 2008 model and features include ABS brakes, stability control, tire-pressure monitoring, seven airbags (including a driver's knee airbag), keyless entry, and the advanced electronically controlled multi-mode Super All-Wheel Control AWD system with active yaw control and active center differential. Rear parking sensors became optionally available for the 2011 model year. An auto-dimming interior rear-view mirror was added as an optional extra for the 2012 model year and becomes standard on the MR trim for 2015.

Initially, there were only two tenth-gen Mitsubishi Lancer Evolution trims, namely GSR and MR. The GSR is a more hardcore rendition and the MR is slightly softer, more luxurious, and a little less sporty. For 2009, a Lancer Ralliart joins the line-up and while it's not called an Evo and should strictly not feature in this review, it has more Evo in it than the regular Lancer. It uses the same turbocharged engine and six-speed dual-clutch transmission, just with less power and equipment and less sophisticated suspension. It bridges the gap between the normal Lancer and the Evo X in the way a WRX bridges the gap between the normal Impreza and the WRX STI.

Some range-wide changes are made over the years; for 2010, a few exterior changes are made and all models get a full-color driver-information display between the main gauges to replace the old red one. The parking brake's handle on the 2010 models is trimmed in leather. For 2011, a Fuse hands-free voice-activation system was added to all models and it comes with real-time traffic updates. The range soldiered on mostly unchanged until 2014 when all models received standard satellite radio and a new 6.1-inch audio touchscreen. The optional navigation system was upgraded at the same time. For their final 2015 model, all Evos, unfortunately, lose their Recaro racing seats, but the upshot of that is that the driver's seat is now height-adjustable at last. All models gain side mirrors with integrated turn signals and redesigned front cup holders.

The Evo doesn't look its price inside, where the workmanlike materials and somewhat bland design are lifted mostly from the standard Lancer. The ambiance is lifted substantially by aluminum pedals, a unique steering wheel, and sporty gauges, but the Recaro racing seats probably make the most difference. Sadly, they rob the rear-seat passengers of nearly three inches of legroom and they're not height-adjustable. Still, they set the interior apart and really hug you around corners. The 2015 models lose these seats and although it liberates more space and brings height adjustment for the driver, most will see this as a loss. The trunk is laughably small at a tiny 6.9 cubic feet, thanks to the under-floor AWD gubbins and the trunk-mounted battery. It shrinks even further with the Rockford-Fosgate audio system's massive subwoofer mounted there. This is even smaller than that of most small convertibles. The Ralliart has ten cubes and regular Lancers around 12.

The engine's air filter, the manual transaxle oil, and the transfer-case oil all have to be replaced at 15,000-mile intervals. The SST dual-clutch transmission's oil and filter must be replaced at 30,000-mile intervals, along with the auxiliary drive belt. Despite being iridium-tipped, spark plugs only last 60,000 miles and cost around $104 a set; at the same time, the coolant (and coolant hoses!) must be replaced too. Add up all the parts, fluids, and hours of labor, plus the frequency of the maintenance, and the Evo X is not a cheap car to run.

Strangely, Mitsubishi says that the factory-filled coolant only has to be changed at 90,000 miles and subsequent coolant changes must happen at 60,000-mile intervals, but it says the coolant hoses must be replaced at 60,000 miles, before the coolant is due. How they reckon a mechanic is going to replace coolant hoses without having to drain the coolant we don't know, and even if the coolant is collected and can be refilled, we would opt for new coolant anyway.

We usually recommend replacing the engine oil frequently on performance cars and cars used in harsh conditions, but even according to these standards, the Evo X's oil-change intervals are unusually short. The manufacturer recommends changing the oil every 3,000 miles and the oil filter every 6,000 miles, so maintenance is frequent and quite a hassle for people piling on the miles. The engine takes 5.4 quarts of fully synthetic oil and you'll pay around $60 for six quarts, plus anything between $12 and $25 for an oil filter, depending on the brand. The dealership's labor charge may amount to around $150 per hour, so these lube services shouldn't cost much more than $200-$250.

The first thing you should do is familiarize yourself with the Lancer Evo's recalls and make sure that all recall work has been done, so here are all the 2008-2015 Mitsubishi Lancer Evolution recalls.

The 2008-2011 Evo was recalled for the auxiliary drive belt that may detach, which will interrupt electrical power and possibly cause an engine stall. 2008-2011 models were recalled for a potential clutch master cylinder failure that could cause the manual transmission to remain stuck in a gear. 2008-2009 models were recalled for the airbag front impact sensors that may corrode in salt-belt states and fail to work properly and for an under-hood fuel return pipe that may crack, leak fuel, and cause a fire. 2009-2010 Evos were recalled for the sunroof glass panel that may detach while driving. The 2010 model was recalled for a front-suspension lower control arm that may corrode and detach, leading to a loss of vehicle control, for a blower motor that may fail and prevent the windscreen from being defogged, and for failing headlights and windshield wipers.

The second thing you should do is check the service history very carefully. As outlined earlier, the Evo X has a very strict service schedule and it has to be serviced very frequently. Big-ticket items that need clean oil far more often than other cars and can cost you dearly when they fail include the engine, AWD drivetrain, and automatic transmission. Skipping these services can not only compromise the vehicle's reliability, but also affect its resale value. You buy an Evo X without a complete Mitsubishi service history at your peril.

Other problems are not quite as commonplace and don't warrant their own sections, but bear a mention anyway. Stalling problems are not unknown and while some are caused by issues like the derailing auxiliary drive belt and would have been dealt with under recall, other stalling issues may be due to dirty throttle bodies and faulty MAP sensors. A hard brake pedal and reduced braking efficiency may be due to a faulty brake-booster vacuum check valve. It's very rare and never triggered a recall, but be sure to test the brakes properly on your test drive. They should also be sharp and responsive after not having been used for a while on a cruise. Up to 2010, there seems to have been a higher probability of the engine's cooling fan quitting due to a failed fan controller, so make sure the fan works, as an overheating condition can ruin the engine. The Mitsubishi Lancer Evolution P0217 OBD-II error code typically accompanies engine overheating. The controller costs less than $60. Mitsubishi Lancer Evolution ignition-switch problems are rare, but if you find that the car stalls, starts then dies, won't start at all, or the accessories position on the key does not energize the accessories, there is probably an issue with this item.

Wheel alignment might go out of kilter and not all shops can set it properly. Be sure to find one that can, as a car with bad alignment pulling to one side can be harder to control and will wear its tires out faster. There have also been a few isolated reports of Lancers' rear wheels contacting the wheel wells in heavily laden cars, but it might be a matter of a dislocated wheel-well liner. Also listen out for suspension creaks and groans that may point to worn components. The driveline is generally reliable, but cars that have been abused or neglected can develop a long list of problems that can cost thousands of dollars to set right, so take an expert along and make sure there are no clunks and play in the system. Whining can mean a transmission output-shaft bearing has failed. Parts for the AWD system can be very expensive; for example, an ACD pump on the Ralliart costs close to $10,000. Finally, camshaft and crankshaft position sensors can sometimes fail. A P0219 Mitsubishi Lancer Evo OBD-II error code most often accompanies a faulty crank-position sensor, although this error code could also indicate an engine over-revving condition.

There isn't a bad model in the limited range, but enthusiasts do prefer the GSR with the manual transmission and tend to avoid the MR automatic due to the lower level of interactivity and perhaps being wary of transmission repair costs, which can be very expensive on this model if something goes wrong. In terms of problems, the first few model years up to around 2010 had the most and there were quite a few recalls up to 2011, but the latter should not be a concern if the recall work has been done. The 2015 models lost the Recaro racing seats and for many people, this is a deal-breaker. If you want practicality, the Evo is not for you at all, because you won't fit much in that tiny 6.9-cube trunk.

The manual GSR will be the enthusiast's choice, although it's unfortunate that it's only a five-speeder. Still, it distills the essence of what a traditional Lancer Evo should be. Just check it out carefully for abuse. If you want a more comfortable automatic with great performance, the MR fits the bill. If you don't mind losing out on the Recaro racing seats, the 2015 model with the normal sports seats offers height adjustment for the driver and more rear legroom.

As it becomes clear to enthusiasts that there will probably never be another Lancer Evo, the Evo X is starting to appreciate and ones with no modifications and low miles were already starting to sell for prices approaching $40,000 in 2022, with prices likely to only rise as these cars become rarer. Take an expert along to check out the car and buy very carefully, because abused, tracked, or neglected cars can cost you a ton of money to set right.