2008 BMW 135i vs. 2008 Mitsubishi Lancer Evolution MR – Comparison – Motor Trend

29 May 2015 | Author: | Comments Off on 2008 BMW 135i vs. 2008 Mitsubishi Lancer Evolution MR – Comparison – Motor Trend
BMW 135

The Matrix: Neo Evo or BMW’s all new 135i? We out which really is The One.

a look at our video footage this comparison by clicking Yeah, we know-on the face of it, comparison looks ridiculous. business do we have comparing an Japanese rally sedan a rear-drive German luxury Simple: BMW ‘s new 1 Series is just that-the only one in its Its smaller stature and lower-cost bar with the Infiniti G37 and Audi A5 /S5 there’s the BMW 3 Series for that.

the BMW is available as a convertible, the 135i’s 2+2 combination eliminates sports and roadsters like the Nissan and CLK350 (and the Z4 already has covered.) What’s left? We put a matrix to compare (see it on 4). There we found the perfect competitor: a 300-horsepower, two-door, rear-drive sports car that in at $28,000, but can hit the mid-30s fully

Then we sobered up and realized nobody cross-shops a BMW against a So we rolled up our sleeves and dug past of the usual disqualifiers to focus on like pure performance and fun Which is how we arrived at the Mitsubishi Evolution MR-two extra two fewer cylinders, and one fewer yes, but two more driven similar engine output, and performance.

Most important, the Evo is the kind of a true driving enthusiast can consider against the 135i. Or is it? a Mitsubishi deserve to run with a Or is the question whether a brand-new stands a chance against a legend?

Step beyond the to find out. Maybe was a mistake, come the murmurs the test track. Part of the behind this odd pairing was the BMW that the 135i sprints to 60 mph in 5.1 just a tick under we’ve seen out of the manual Evo

How do we explain our 135i consistently off 4.7-second runs to 60, a full faster than our Evo MR’s launch controlled sprint? We On the skidpad, the Evo tilts the world on axis-easily besting the 135i on the course and breaking the 1.0g for lateral acceleration. Under the 135i’s 183-pound weight six-piston front brakes, and sticky tires haul it to in an impressive 102 feet.

The Evo stops two feet behind, so we call it a tie moving on to Reno Fernley From the first turn of the wheel, it’s clear two are as dynamically different as they The 135i’s M-sport wheel is and meaty like Thanksgiving and returns direct, seemingly sensations-until you drive the Evo.

Thinner and harder, the Evo’s gives the impression that hardwired into the car; the is light, accurate, and unnervingly at first. Once underway, the of the Evolution makes it easy to and focus on this technical It has a more planted feel, less body roll, means 115 mph entries into the S-turns can be taken with a lot pucker. Though it weighs less, the 135i feels it carries more mass and out here.

In high-g corners, the car but returns stunning traction and a weighty feel. This is the surprising revelation about the Despite the rear-drive layout and 300 on tap, it resists all manner of shenanigans. In fact, it’s the Evo that has the problem of keeping its pointed in the right direction.

oh, what a problem to have; at open in the MR, four-wheel drifts are an distraction, but they’re easy to or simply avoid, once you to trust the car. The trick is to the instinct to slam on the brakes instead, keep the throttle

The Evo’s fancy Super-All Control (S-AWC) system care of the rest by sending the right amount of power three differentials; accelerating the rear wheel, retarding the rear wheel, or shifting up to 50 of the power to both front Thanks to the MR’s paddle-shiftable Twin-Clutch Sport Shift (TC-SST), the Evo always seems to be in the gear as well.

For fast we learned to leave the MR in Super-Sport and ignore the paddles-so spot on is the automatic shift logic. come to expect perfect downshifts and gears run to redline these kinds of transmissions, but impressed that the MR always had us in the right gear, even in the of corners. Test editor couldn’t say enough about it, The Evo has the version of this kind of to date.

The 135i’s auto bad, probably the best in a BMW. but the Evo’s TC-SST is amazing. For those who have a trusting sensors, differentials, and an there’s always the BMW ‘s feel. No fancy transmission just a plain Jane, augmented with paddle And BMW may have a point: With an and chassis so responsive, no fancy is needed. Step on it and the 135i

Says St. Antoine, I’m away by this little fighter. I can’t recall car that’s been more to drive; I expected the 135i to solid performance, but it’s quick.

Refined, too-it’s a BMW. Direct and communicative feel, bags of grip. An blast to drive. Too bad that, it came time for hot laps, all the BMW just wasn’t enough; in one lap the 2.74-mile Reno-Fernley Raceway, the Evo put a 3.42 seconds on the 135i. So the Evo is The

Not so fast, because the only larger than the gap between the Evo and at the checkered flag is the morass them on the street. Over and expansion joints, the Evo crashes an empty Danish cookie On long hauls, the stiff tuning and lack of sound-deadening lay to the senses.

After a freeway stint in technical editor Kim Reynolds The Evo is just like a 135i less sound-deadening material and its completely welded together. a bit of an overstatement because a few staffers the Evo. Says Mortara, give up a better interior for a car to me performs better, looks and has a distinct personality-the Evo MR.

In contrast, the delivers fine motoring compromise. BMW says the torque spot range is 1400-5500 but in real driving situations, it even broader than The 135i’s interior and ride are miles ahead of the Evo, space is definitely at a premium.

laps aside, the only strike against the BMW is its high Though a stripper 135i at $35,675, ours came in $10,000 more with bits like iDrive ($2100), automatic transmission satellite radio ($595), paint ($475) and a $400 adaptor. You can get a nicely equipped coupe for that much. closer than we thought be, but if you’re interested in everyday and can keep the cost down, the really is the one.

Theory of The best way to read our portrayal of the BMW and Mitsubishi Lancer Evo 10’s laps around the Reno-Fernley is to let your eye travel around the counterclockwise starting from the line. The red and blue dots each car, and we’re snap shots of their positions at 20, equally spaced intervals, concluding with the line.

The waving red and blue outlines of the layout tell us two things–the of the gap represents the car’s speed: is fast, narrow is slow. The and color of these markings the speed advantage one car has over the and which car is faster. We’ve included a few vehicle dynamics such as peak speeds, slip angles, and greatest g. 1st Place: BMW 135i

Stunning transmission and track performance by everyday liveability woes. The things change.

BMW 135
BMW 135
BMW 135
BMW 135
BMW 135
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