2004 Mitsubishi Lancer Evolution FQ300 vs Subaru Impreza WRX STi comparison

Not only does the MY05 STi come with new bits but also a stunning new price, down $5000 to $59,990. The Evo is outclassed here, the FQ running out to $77,000. These are recommended retail prices but providing you can track one of the few remaining FQ 300s down, the Mitsubishi sales people might be swayed if you drop the dreaded STi name into the conversation.

You pay for the power in these cars, not the amount of fruit they bear. A makeover of the Impreza range means there’s a revised interior for the STi, with a new centre console and dash borrowed from Forester. There’s a new, less dramatic steering wheel and, sadly, the beautiful alloy STi ignition key departs.

Both have a dash of spice in the cabin. The Evo continues with its trend of Recaro chairs and a Momo tiller, while the STi offers exquisitely shaped rally seats, a leather wheel and a tasty set of alloy pedals. Subaru has slotted in a cool Alpine CD stereo while Mitsi’s plainer Eurovox unit accepts six discs. Both have air conditioning, electrics and remote locking while the Subie has the added protection of an alarm, immobiliser and millions of data dots.

The majority of Subaru’s revisions to the STi have involved the chassis, while some massaging of the ECU protocols has liberated more torque from the engine. Torque now rises from 250Nm to just over 390Nm at 2000-3000rpm. By 3500rpm, there’s 400Nm, and at 4400rpm, maximum twist of 412Nm is available. Previously, the torque peak was 394Nm. Officially, power remains at ‘206kW’ – yeah right!

When we first tested the FQ300, the rev limiter had been dropped for the sake of the warranty, and it failed to nudge 100km/h in second gear, but reset to 7600rpm, the FQ returned the numbers we expected. With the ACD sorting out traction and a reasonably strong clutch, the FQ didn’t baulk at being launched with a tacho-ful of revs. The FQ fired off the line and a flat shift into second had the VBOX clocking the yellow peril at a scant 4.96s, bettering the VIII’s time by 0.42s. Left in third, the increased torque propels the car through the 80-120km/h move in 2.97s. Yep, this thing is scary fast. It’s probably the only new car available here for under $100K that breaks through the magic 5.0s mark for the 0-100km/h sprint. Brembo brakes rein it all in, with a best stoppie of 33.09 metres. With the torque curve fatter and flatter than before, the STi knocked 0.2 seconds off its 80-120km/h time, down from 3.28 to 3.08s. The Subaru’s driveline was not keen on the abusive launch method that suited the Evo, requiring instead a delicate release of the clutch pedal to get it squirting. Its sprint time also fell slightly, down from 5.28 to 5.19s. With the same Brembo braking package as its opponent, the STi pulled up from 100km/h in a best distance of 32.51 metres.

When it comes to taking these things for a steer, nothing comes close to matching them on the ‘bang for buck’ scale. Some cars have the same fun factor, like the 350Z and the S2000, but they’re soon a dot in the rear-view mirrors of these two overachievers. They simply scurry away from the rest across country.

Now that the Sub has the same type of diff in the front as the Evo, it’s even closer in dynamic terms. The old STi would surrender to understeer before the Mitsi – now the term is gone from its vocabulary. The new helical diff and tuned steering have the nose of the STi under the thumb, and it maintains its line with steadfast determination. The Evo turns in with more accuracy but demonstrates the same steely resolve not to drift wide, tyres squealing in protest. On the exit, the STi shuffles the power rearward, the bum squatting under load and ever so slightly eager to drift. It’s very satisfying. In much the same way, Mitsi’s ACD gets the power where it’s needed while the AYC makes sure the rear follows in a well-mannered way. These cars eat corners like whales quaff krill.

What’s also brilliant in both is the torque delivery. From 2500rpm they are beginning to pull with eagerness, and by 3000 in the Mitsubishi and 3500 in the Subaru, they are going ape-crazy. It’s this that fires them out of corners; with the revs building, the power then chimes in and has them vanishing down the straights. Both have midrange urge that makes a V8 weak-kneed by comparison. They surge along, encouraging you to short shift back into the thick of the torque. Which means you can surf fifth and sixth gears more, and conserve a little fuel. [Yeah, right – Ed]

Those looking for top marks here are purchasing the wrong cars. Tight sport seats bear-hug you somewhat, while passengers in the rear get average accommodation. The Subaru wins special bonus points for ride quality, which now feels significantly softer and almost forgiving around town. Its seats are more comfortable, its turning circle tight in comparison to the Evo’s, and its engine is less likely to baulk when tootling away without turbo action. The Evo has a hard ride and is more likely to tramline, while the encompassing Recaro seats are trickier to get in and out of. However, the larger Evo has the bigger boot and its carbon rear wing is more rigid than the plastic STi foil, which wobbles away, as does the bonnet scoop at the front.

We’ll take the Lancer for its viscous velocity, splendiferous steering and commanding cornering. The FQ upgrade delivers bags more grunt where you need it the most, maintaining the Evo’s status as the modern samurai’s weapon of choice. The problem is finding one.

Despair not Subaru fans: a revised chassis and new diff make this the best STi yet, with handling to match the Evo’s. More torque enhances its prodigious talents but it would take Petter Solberg to run down an FQ300 on the warpath. Better ride, interior and pricing make it fantastic value.