Mitsubishi Lancer Evolution X

The Evo X was a break with tradition in 2008 — and the final chapter at the same time. An aluminium block instead of cast iron, a dual-clutch as well as the manual, a more civilised demeanour. To many purists a betrayal, to others the most mature, most usable Evo. Both are true.

The engine — 4B11T: Aluminium instead of cast iron, MIVEC on intake and exhaust, a timing chain instead of a belt. Technically more modern, but quieter in character than the 4G63T. It revs more willingly and builds boost faster, the power curve is more linear, less on-off. The sound is shorter, sharper, less throaty — more civilised, if we're honest. In stock trim a reliable engine, but not indestructible: piston ring failure can trigger engine damage (sev5) — rare, but expensive. More common are raised oil consumption from middling mileage and a leaking water pump. On modified cars rod bearing wear is the sword of Damocles — the alloy block forgives less than the old iron lump. Add smaller but annoying items: the fuel pressure regulator hose works loose, the fuel pump relay fails, spark plug ceramic chips off. Know these and you'll drive relaxed.

The eternal debate — SST vs 5MT: Opinions split here. The SST dual-clutch is lightning fast and makes the X brutally effective on track — but it's the car's biggest money pit. The clutch pack and seals (3000–8000 EUR!) and the torque damper (also 3000–8000 EUR) are no trifle, and a temperamental TC-SST ECU can pile on top (500–2000 EUR). Mandatory: regular SST oil changes in the service book — if it's missing, walk away. The 5-speed manual (RS/GSR-MT) is the more honest, cheaper choice: only synchro wear (1200–3000 EUR), otherwise robust. If you want to feel the car, take the manual. If you want the fastest lap, the SST — with reserves set aside for the clutch.

S-AWC and the AYC pump: The X keeps the active all-wheel-drive system too — and with it the AYC/ACD hydraulic pump as a weak point (sev5/prob4!). It fails earlier than on the VII-IX, from around 80,000 km, and costs 800–2500 EUR. On top are the rear differential pins with lubrication failure (1500–4000 EUR) — rare, but expensive when it hits. Test drive: take every S-AWC warning light seriously.

Whole car: The factory paint is thin and extremely chip-prone (prob5!) — front ends and sills are often peppered, a respray runs 300–2500 EUR. The underbody and rear suspension corrode (200–1500 EUR), the suspension bushings wear (200–600 EUR). The stock Panasonic battery is short-lived (80–250 EUR) — no drama. There's a recall on the clutch master cylinder (NHTSA 13V446) — check it was done.

Test-drive checklist: SST service history (oil changes!), smooth take-up and shifts on the SST, S-AWC with no warning lights, paint for chips and respray, cold start without rattle, oil level and consumption documented. On the SST do a hard drive with on/off throttle — a tired clutch pack gives itself away.

Market 2026: Good Evo X sit at 25,000–45,000 EUR, Final Editions and low-mileage cars well above. Insider pick: a GSR with the 5-speed manual, full service history and a healthy AYC pump — cheaper to run than the SST and, long-term, the more carefree Evo X.