For those of a certain age and persuasion - and more than a few PHers - this duel is as exciting as any supercar shootout. Between them, the Subaru Impreza and Mitsubishi Lancer Evo transformed the enthusiast car market, both representing a completely different take on what a vaguely affordable, practical performance car could be. They were four-door saloons faster than any hot hatch and more capable than some bespoke sports cars; alongside what felt like bi-monthly comparisons of the latest and greatest versions would be wider tests where Evo and Impreza would take on the world. And usually win. Nothing was faster, and that was cool.
Which would have made them very fondly remembered as is. But add to both incredible competition pedigree alongside a fervent aftermarket scene and cult icon status was assured even before Tokyo Drift. Both Impreza P1 and Evo IX HKS were inducted into the PH Heroes hall of fame aeons ago; consequently, the opportunity to get the pair together, at the same place and at the same time, was too good to miss. Especially the day after a new GR Yaris was confirmed as costing almost as much…
There’s additional intrigue here, too, as the Mitsubishi and Subaru come from the same collection, and as avid a car nut as you could find. Richard, thanks for your time and access to your glorious cars. They’re for sale at Hangar136 right now, both at the same sort of money and in similarly top-notch condition having been recently recommissioned. Support for these two was famously tribal, but wouldn’t it be great to see them move together into another collection? Just a shame they don’t still cost what they used to. But there's a good reason for that.
Our location is probably recognisable. True, Bicester Heritage isn’t the kind of gnarly British B road on which both forged their giant-killing reputations, but the backdrop becomes a bit inconsequential when either car is in the foreground. Any time behind their respective Momo wheels - three-spoke, thin, gloriously unadorned in the Evo, full minicab-spec four in the Scooby - is to be seized upon.
Wherever you find them, expect to spend a good few minutes just taking each in. There’s the weird stuff - wipers on saloon-shaped cars and those Sonic-style vortices on the Evo - as well as the wonderful: that monster Mitsubishi exhaust is almost as iconic as the Subaru scoop. The dimensions are notable, too; compact and slender and perfect for narrow country lanes, both have modest 17-inch wheels and a generous tyre profile. Prodrive badges here and HKS ones there are incredibly evocative for those of us raised on Grandstand WRC coverage then Need for Speed games.
Both interiors, of course, are just as naff as ever, yet have been preserved well in each. The bucket seats retain their aggressive bolsters, every badge still gleams and the steering wheels only shine as much as they always did. Now more than ever, the unashamed focus on the driving essentials - and a complete disregard, seemingly, for any accoutrements - is pleasing.
The angry drawl of the 4G63 and the pacy burble of an EJ20 set the tone perfectly before moving a centimetre; slick, incisive manuals only heighten the sense of purpose. In a world where so many four-cylinder turbos are as expressive as electric toothbrushes (albeit twice as efficient), to have such character from idle doesn't fail to impress.
Any Evo is impossible to drive slowly, though the final IX - just 200 of the HKS-fettled, 371hp cars were made, priced from £34,539 - really does up the ante. Everything about this Mitsubishi is so urgent, so insatiable, so indefatigable that resistance is futile; once warmed through it wants absolutely everything. Below 3,500rpm, the 2.0-litre turbo slumbers like a dozy Lab; above that, it’s never less than feral, to this day making a mockery of similarly configured engines for response, unadulterated excitement and sheer speed. And the contemporary press release even says fuel consumption was three per cent less terrible for this one, so it’s win-win.
Arguably it was the Evo chassis that was worshipped even more fervently at the time, and it remains a four-wheel drive masterclass. Even with endless AWD configurability now de rigueur, nothing quite extols the virtues of the layout like a well-sorted Evo. It’s malleable and adjustable while remaining completely authentic and hugely rewarding; the good things happen because of what you’ve done, not a setting. The steering isn’t hugely fast but the feel is beautiful; corner a bit too hard and a lift will tuck the Evo in like a perfectly poised hot hatch, ready for whatever’s coming next.
Try a bit slower and just the right amount of power will go rearwards, every time, for a little flurry of oversteer, while somewhere between the two still feels like the fastest way to corner this side of a supercar. It doesn’t even feel that stiff any longer, either, being just the right compromise of tautness and compliance. The sense even from a relatively brief go is that the Evo would continue to engross and entertain for a very, very long time to come. Indeed, for a car that later in the 21st century became known for wild output shenanigans, it’s the delicacy and finesse of the chassis that really shines through.
The P1 is, perhaps inevitably given the age gap, a touch less intense. As bungee jumping isn’t quite so full-on as a skydive. Be in no doubt: this Impreza might be as old as the first Fast & Furious (and based on architecture from the early '90s), though it can still do shock and awe in 2024. It really must have been staggering at a time when a hot hatch was the Clio 172 and a Boxster hadn’t yet found its sports car teeth; it’s a real bumbling burble below 3,500rpm, only to romp its way from there with a harder-edged, angrier bark all the way to 7,500rpm and beyond. Peak power flashes on by - the P1 just wants to rev and rev. No wonder subsequent, larger, lazier flat fours didn’t inspire in quite the same fashion. Despite just the five gears, you’re never far from needing another - the Subaru is rampant.
It corners more calmly than the Evo, which is what always made the pair such an intriguing matchup; despite such similar remits and specs, the experiences are quite different. The Impreza’s balance isn’t so determinedly daft, with a bit of push to work through before the rear of the car comes into play. No bother; slow it down a bit more, take a beat mid-corner, then rocket out with the traction and torrent of boost. A more mellow ride thanks to Prodrive-tuned springs and dampers, and an easier-going nature will surely have paid dividends on the road, too, though less effective brakes won’t have. Nothing to make a P1 feel even faster than it already is than one that doesn’t slow down as expected…
Nevertheless, to be in control of a car that's still so interactive, with that scoop out in front of you and that unmistakeable exhaust note behind is a real treat. As with its counterpart here, the Impreza is only as good as you are, which serves to make the process even more absorbing. Wrong gear and you get off-boost torpidity; too early on the throttle and there’s understeer; too late and that glorious feeling of all four wheels digging in as you unwind the final bit of lock, won’t materialise. One afternoon wasn’t enough even to scratch the surface. Though it was more than sufficient to be enthralled.
The fact that Impreza and Evo remain so gratifying highlights just how brilliant these things were originally. Too often now classics are revered simply because they look good, or sound nice, or go fast. But these are still driver’s cars of the highest calibre; it’s easy to understand why values have soared more than some. Sure, they aren’t the oldest cars in the world, yet they are undoubtedly from a different era - and it's that differentness which repeatedly speaks to the thrill factor. It’s hard to think of a better era for combining modern performance with rich, vivid feedback, which is why so many cars from the turn of the century are now prized.
A few hours with an Impreza P1 and an Evo IX has only heightened the impression. Arguably nothing since has captured the imagination in quite the same way; the very last saloon Imprezas like the RB320 were appropriately sorted send-offs, though the glory days were gone by then. People look more kindly on Evo Xs now, but 15 years ago it was seen by many as a downgrade. These days a 360hp Evo X might be £25k; a 360hp Evo IX is going to be twice that. Anyone claiming they’re the best of the best won’t hear any counterclaim from us.
Such was the devout loyalty of fans to one of these or the other that any kind of verdict almost seems redundant. You were an Evo person or an Impreza one, through thick and thin. It was a surprise, in truth, to find a collector with both (thanks again, Richard). To drive a P1 is to be beguiled by a classic Impreza and its rightness all over again, the blend of performance, grip, tactility, size, sound and relative suppleness very clever indeed. For once, not having a rainy road to shoot on was a disappointment, because there was so much more to discover.
Forced to choose, however, if they couldn’t be taken as a dynamic duo, it’s impossible not to come down on Team Evo this time. The fury of that engine and the dexterity of its chassis make it a truly spectacular driving experience, as memorable in its own way as many a supercar. Which will be useful to remember when it comes to repeatedly fuelling one. Or servicing one. Or doing anything to an old Evo, actually. But if this occasion was anything to go by, it’s going to seem worth it.
SPECIFICATION | MITSUBISHI LANCER EVOLUTION MR FQ-360 by HKS
Engine: 1,997cc, four-cylinder
Transmission: 6-speed manual, four-wheel drive
Power (hp): 371@6,887rpm
Torque (lb ft): 363@3,200rpm
0-62mph: 4.0secs
Top speed: 165mph
Weight: 1,400kg
MPG: 21
CO2: 334g/km
Price: £34,539 (new, with leather £35,539)
SPECIFICATION | SUBARU IMPREZA P1
Engine: 1,994cc flat-4 turbo
Transmission: 5-speed manual, four-wheel drive
Power (hp): 280@6,500rpm
Torque (lb ft): 260@4,000rpm
0-60mph: 4.7 sec
Top speed: 155mph
Weight: 1,275kg
MPG: 20ish
CO2: N/A
Price: £31,495 (new)
Huge thanks to Laurence at Hangar136 and Richard for helping with this feature; you can see the PH ads for the Evo here and the Impreza here
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