If you've grown up in the Western civilization, you've probably heard the story of Goldilocks. In a nutshell, the tale goes something like this: A little girl walking through the woods finds a house that appears unoccupied, sneaks in, and proceeds to sample the bed and breakfast options lying within, with little care for the rights of the property's owners. (Come to think of it, Goldilocks would have made an excellent Supreme Court justice.)

You all should know the story from here on out, but as a quick refresher, the Bear family, consisting of Papa Bear, Mama Bear and Baby Bear. come back home after a walk and find the girl asleep in one of their beds. She wakes up and escapes out the window—at least, thats how it happens in the lame Disney version.

In the original fairy tale set down by the brothers Grimm, Goldilocks gets eaten. She may have found the most comfortable bed, but it merely served as a chafing dish for Papa Bear's little afternoon snack.

We're with Papa Bear on this one. If you're nabbed tor B&E on the Bear premises, your sissy butt is going to be eaten. Porridge on the table or not.

We're also with Papa Bear on his choices in life. He's not a guy who settles for the middle ground: He likes his bed hard and his breakfast cereal hot. Likewise, if Buffalo-style chicken wings come in mild, medium and hot, we always choose the atomic ones. If some heat is good, more is better.

This can extend to all areas of life, including our passion for fast cars. If something is worth doing, then do it all the way. The result might not be suitable for everyone, but when something is truly awesome, it doesn't need to apologize to the masses.

Hot Enough?

For it to sell well in todays market, a modern production vehicle must be suitable for nearly everybody. Hard to believe, but a Honda Accord is going ro appeal to a lot more people than Lotus Elise.

Thankfully, car manufacturers realize that not everyone likes vanilla, and they have found that having some sportier models in the showroom can help improve the entire line's image. For an example ot this "halo car" concept, consider the case of Dodge: In theory, their smoking-hot Viper improves the entire brand's image and theoretically this trickles down to increased sales for their more sedate offerings.

Winning races can also boost a manufacturers sales across the board. Ford, Chevy and Dodge have been pursuing that strategy for years here in the States with NASCAR, while automakers in the rest of the world use wins in Fl, Le Mans and WRC rally to bolster sales.

In the early 1990s, Mitsubishi started developing their Lancer into a potent Group A rally car for international competition. Mitsubishi used quite a bit of parts-bin engineering to create limited-edition super-cars out of their garden-variety subcompact sedan. Warm wasn't good enough: the Lancer was hot. The result was impressive, and while the production numbers were small, each successive—and faster—version sold out quickly.

Mitsubishi brought their latest version, the Lancer Evolution VIII, to our market for 2003, about 10 years after the original was released in Japan. It was greeted by many Mitsubishi fans as a great competitor to another newcomer to the U.S. market, the Subaru Impreza WRX.

The stock Evolution is quite a bit hotter than most production vehicles, as it can accelerate, rurn and stop better than most pure bred sports cars. Not surprisingly, the Mitsubishi Lancer Evolution VIII has made its mark in autocross events and track days around the country.

But "hotter" is sometimes not the same as "hot." The Evo is still a little soft and not quite as quick in production form as an enthusiast would like. Luckily, the Evolution VIII responds very well to the Papa Bear mentality where more is better.

Evolution of the Evolution

When Mitsubishi introduced its Lancer Evolution VIII to the U.S. market for 2003, the performance community quickly embraced the rally-bred supercar. We had honed our Evo and WRX skills on our PlayStations, and now the cars were finally available in U.S. showrooms.

Even though the Evo was new to us, it was first released in 1992 as a homologation special for Group A rally competition. As stated by the FIA Group A rules, Mitsubishi had to sell at least 2500 production versions to achieve homologation.

The engineers at Mitsubishi used the classic performance recipe to create the Evo: stuff the most powerful engine from their biggest car into the engine bay of their smallest car. The subcompact Lancer received the healthy turbocharged 4G63-spec powerplant and all-wheel-drive bits from the portly Galant VR-4 sedan.

The homologation requirement proved to be a piece of cake, as some 5000 examples were built in 1992 and 1993. Two versions were offered, a 2585-pound RS model that came with limited option, as well as a more roadworthy CSR model that tipped the scales at just over 2700 pounds.

For that first Evolution, Mitsubishi's four-cylinder 4G63 engine received a new crankshaft, pistons and connecting rods, netting 10 horsepower more than the donor VR-4. With 247 horsepower and 228 lb.-ft. of torque on tap, the Lancer was a rocket ship in sedan clothing.

Not resting on their laurels, Mitsubishi introduced the Evolution II in late 1993. They improved handling by widening the track and lengthening the wheelbase of the Lancer chassis. Boost, cam and exhaust changes brought power up co 256 horsepower with the same 228 lb.ft. of torque.

As other rally cars started sprouting larger wings and aerodynamic aids, the Evolution III followed suit in 1995. The Evo III gained a taller rear wing, side skirts and a front fascia that featured a larger lip and huge brake ducts. Not surprisingly, power was up as well, now peaking at 266 horsepower thanks to a new larger turbo and a bump in compression ratio.

Evolutions I through III were based on the same CE9A-spec Lancer chassis, but by 1995 it was getting a little long in the tooth. This Lancer was replaced in 1996 with the CN9A-spec chassis; with all of the previous Evolution iterations selling out, the decision to make an Evolution IV was a no-brainer. In fact, the entire Evo IV production run of 6000 units was sold out in just a row days.

This larger CN9A chassis was about 200 pounds heavier than the one it replaced, but the engineers negated this fact with a healthy increase in power through a larger twin-scroll turbocharger, anti-lag air injection and a new camshaft grind for the venerable 4Ci63 engine. The resulting 276 horsepower was overshadowed by the leap in torque, as the engine now produced 260 lb.-ft. at 3000 rpm.

The FIA launched their World Rally Championship in 1997, and even though the cars no longer had to meet the Group A homologarion requirements, Mitsubishi chose to keep their WRC machine Group A-legal, meaning a street version was still available.

The Evolution V was released in 1997 on the slightly widened Lancer CP9A chassis. The Evo V boasted more torque (275 lb.-ft.) thanks to an even larger turbocharger and a slight increase in bore. (Engine displacement was increased from 1997.5cc to 1998.6cc, right at the 2.0-liter cap.)

More important, major suspension surgery was performed to improve handling. This included a wider track, 17-inch wheels, larger brakes and improved suspension geometry to lower the roll center of the Lancer chassis.

By now, the formula was becoming easy to predict: more power and better handling for each successive model. But the Evolution VI didn't follow that route; instead, the designers focused on improved cooling through a larger oil cooler and innercooler, chassis stiffness and aerodynamic tweaks.

For 2001, the Evolution VII was built on the larger Lancer Cedia C T9A platform, which increased weight but improved handling and power delivery. A sophisticated set of differentials, including an active center differential and a helical-type front differential, helped all of the power reach the ground. (A gentlemen's agreement between the different manufacturers limited the stated engine outputs to 276, although most cars were beating that number; the Evo VII was said to produce 286 lb.-ft. of torque.)

So, what did Mitsubishi have to show for all of these rally-ready Evos? A string of wins, including four consecutive FIA driver titles for Tommi Makinen.

Finally, an Evolution for the U.S.

The growth of the import performance market and the success of Subaru's rally-ready offerings persuaded Mitsubishi to finally bring the magic of the Lancer Evolution to the U.S. market for 2003.

The Lancer Evolution VIII was refined somewhat for our market, including some changes for our more stringent emissions requirements. Output was down to a claimed 271 horsepower with 273 lb.-ft. of torque. To keep costs down, the Mitsubishi product planners removed some of the high-tech drivetrain wizardry from the VII and fitted a viscous coupling center differential and a clutch-type differential in the rear.

The formula worked, as enthusiasts flocked to Mitsubishi showrooms. The Evo quickly became a staple at U.S. autocross and track events as well.

For 2004, a lightweight, stripped-down RS model was released, which boasted fewer options and a helical-type limited-slip differential up front. Following the original formula, Mitsubishi still realized that less was more.

This formula for success continues into 2005 and the MR edition. The MR package includes the fronr helical limited-slip from the RS package and adds a six-speed transmission, aluminum roof panel, forged BBS aluminum wheels, inverted Bilstein MacPherson struts and a few other details. For 2005, all of the U.S.-spec Evolutions gained some engine output—they're now back to 276 horsepower and 286 lb.-ft. of torque—as well as active center differentials with a dash-mounted switch that tailors the differencial's clamping force to asphalt, gravel or snowy conditions.

Goldilocks Drives the Evos

The Goldilocks mentality extends to more than just cereal and mattresses, as we wanted to see how the Evo behaves in three different States of tune: hot, hotter and hottest.

We brought our three Evolutions—from box-stock to extremely radical—to the Ocala Gran Prix karting track in Ocala, Fla., for some extended lapping sessions. The track requires a good balance of power and handling, while several laps in succession at speed will take their toll on any braking system not up to the challenge.

So, which one would we want to eat?

This One Is Too Cold

The Lancer Evolution VIII's development process has guaranteed potent on-track performance, even in stock form. To set our baseline, we tested a stock 2003 model owned by our local Mitsubishi dealer, RC Hill of DcLand, Fla. Outfitted with just two options, the sunroof and rear spoiler, this car originally had an MSRP of $30,812.

Before we hit the track, we removed the stock Yokohamas and mounted up a set of Hoosier R3S04 race tires on the original 17x8-inch Enkei forged aluminum rims, thus putting all three cars on the same class of tire. The tire swap would allow us to get a feel for how the Mitsubishi performs in a real-life motorsports situation. (As a bonus, this move would also keep us from returning the car on a sec of wasted tires.)

Jumping into the Evolution, one first notices the very well-sculpted and comfortable Recaro seats. The Momo wheel falls nicely to hand, and a twist of the key brings the 2.0-liter engine to life. It's pretty quiet, a.s a dual-path muffler baffles the exhaust to a mere burble.

The interior fit and finish are on par with the Subaru Impreza WRX, it not slightly more posh. 1 he effect is last-generation Toyota nice, but not quite world-class. Still, it's not a hateful place to be; besides, as most of us release the clutch and steer onto the track or street, the cabin is not a priority.
On track, the Evolution's thrust builds quickly above 3000 rpm as the largish turbo comes online. The car squirts from corner to corner with alacrity, but without the brutish lunge that characterizes the WRX STi. The result is an easy car to keep in the powerband once it is underway. The five-speed's gearing is such that it takes a very slow corner for the 2.0-liter engine to fall off boost.

The large Brembo brakes haul the Evolution VIII down from speed with authority, and even the stock brake pads can handle repeated hot laps with just a touch of hard-pedal fade. Unfortunately, dynamically the car is let down by rally-car-style body roll on the asphalt. This turns into terminal understeer at lower speeds, even with the extra grip provided by the Hoosiers.

The stock Mitsubishi Evolution VIII is a great blank canvas. It is a car that feels strong in many ways and weak in just a few areas that are easy to change with simple bolt-ons. As we stepped out of the stock Evolution, our gearhead minds were jammed with ways to make the car even more awesome.

Getting Warmer

The stock Evolution VIII can get the job done on track, but the driver is left with the impression that a little bit of work could produce amazing results. Our "medium" Evo is the result of just this kind of thinking. It's got a small number of modifications that have yielded large dividends in both perceived performance and measurable track times.

Todd Mahoney bought his Evolution a little more than two years ago, intending to use the car for autocross and track days in addition to daily driver chores. Like many Evo owners, Todd found the urges to make improvements taking over, even though he was initially limited by SCCA Stock-class rules.

Still, the rules allowed Todd to install a set of sticky Yokohama A032R (H) tires on a second set of stock wheels. He then gave the car a performance alignment, dialing in 1.7 degrees of negative camber in the front and 1.2 degrees of negative camber in the rear.

At the end or his first season, Todd was frustrated by the Evo's consistent push, so he added an adjustable Hotchkis rear anti-roll bar. This extra bit of rear wheel rate helps the car rotate on command, without much in the way of downsides. A Cusco rear V-brace was added to stiffen the chassis between the rear shock towers and further helps the car turn in to corners.

Now that he had bumped himself out of the Stock category, Todd started looking for more ways to improve his Evolution. An HKS 3-inch downpipe and an HKS Hi-Power stainless steel exhaust freed up the engine's exhalations, while an HKS Racing Suction intake helps it inhale enough air. lodd says that he also tried our a Turbo XS LJTEC engine control unit, but found that the part-throttle and low-rpni drivabilitv suffered and has since removed the piece. An HKS Turbo 1 imcr was installed to keep the oil from coking inside the turbo during cool down.

With just these few modifications and some experience behind the wheel, Todd found himself churning our ncar-FTD times at his local autocrosses, despite the sort, mostly stock suspension. Only a few pesky shifter karcs were faster on many courses.

Confident that he was on the right track, he then upgraded the suspension with a JIG coil-over system and camber plates. This allowed him to dial in even more negative camber and even some extra caster. Todd has now round himself near the top on PAX index on a regular basis.

We hopped into Todd's car and were immediately impressed by its dynamic capabilities. The few changes that Todd has made help the Evolution VIII turn impressive times on course, without any drama. Our lap times dropped by almost a second compared to the stock Evo.

A successful autocross car will "disappear" while our on course, allowing the driver to concentrate on lines and braking points instead of worrying about the car and its bad habits. lodd's Rvo does just that.

We found ourselves carrying more and more speed through corners, lap after lap, until we had absolutely cooked the Ferodo brake pads. (Todd has since switched to a Hawk compound and he's round that they fade less during the Sear Time track days he attends at Roebling Road.)

Todd's future plans include a new clutch, as his is getting a little weak after two seasons of autocrossing. He also plans on switching to Kumho ECSTA V710 tires for even more grip.

The raster lap times we recorded with Todd's car were pretty impressive, considering that the stock car had arguably raster and fresher rubber mounted on its wheels. We'd expect a few tenths' improvement with even stickier rubber on board.

HOT, Just the Way We Like It

The Evolution VIII s charm is that it responds well to the smallest of modifications. As many enthusiasts have found out, the Mitsubishi also responds well to more liberal modifications. The stout engine and all-wheel-drive powertrain beg for more, more, more. More of everything—boost, suspension, you name it.

RIDE of Daytona Beach and RC Hill Mitsubishi recently teamed up to build the ultimate street and track Evolution as a showpiece tor their companies. RIDE is not new to performance, as the company is owned by Todd Flis, one of the partners in the Spirit of Daytona Grand-Am race team. (This year's Grand-Am effort includes a pair of Pontiac Crawford Daytona Prototypes.)

RIDE started with a fresh-off-the-lor 2005 Evolution MR chat stickered at $35,594 tor this "no-option" car. The MR was then driven to RIDE'S shop where work could begin. Little mercy was shown.

The suspension was tackled first, with RIDE replacing the stock Bilsteins with TEIN Type Flex coil-overs fitted with EDFC. The EDFC, which stands for Electronic Damping Force Controller, is a dash-mounted controller that allows the driver to adjust the shock absorber valving while the car is in motion. Small electric motors on the top of the damper shafts arc powered to adjust the internal valving, all at the touch of a button.

This allows the driver to adjust the car's cornering attitude mid-session on longer tracks (where the momentary glance won't be dangerous) without coming back into the pits. While the suspension never becomes soft and cushy, it can go from hard to medium with just a few ticks of the EDFC buttons for street use.

Rounding out the suspension modifications, a disco 23mm rear anti-roll bar replaces the stock 22mm piece, while a Cusco rear strut V-brace can now be found in the trunk.

RacingHart JP5 wheels, measuring our at a whopping 19x9 inches, arc wrapped in 245/35R19 Kumho ECSTA MX tires for the street. For track use, we drove the car on its stock forged BBS wheels fitted with 245/40R 17 Hoosier R3S04 tires. Interestingly, the stock BBS wheels save about 3 pounds per corner over the already-light Enkei wheels that are available on the other versions of the Evolution.

In the engine compartment, Todd and the rest of the gang at RIDE turned up the heat with a larger AMS GT35 turbocharger and ceramic header as well as an ARC intercooler. A TiAL .Sport wastegate keeps boost in check with the help of a TurboXS UTEC computer.

Internally, the engine was massaged only moderately, with a pair of HKS camshafts and cam gears. To keep things together at higher rpm, an HKS head gasket plus valve springs and retainers from Grower were added. On an all-wheel-drive chassis dynamometer, this MR puts down 500 to 600 horsepower to the wheels, the exact number depending on fuel type and how much boost has been dialed in, Todd explains.

The added power, coupled with the increased grip, required a beered-up clutch. RIDE replaced the stock pieces with a Exedy twin-disc Hyper Carbon Series clutch that rides between an Exedy flywheel and heavy-duty pressure plate.

The results of this work are absolutely brutal. The car rockets to 60 in 4 seconds. The only thing keeping it from going quicker in this marketing-oriented sprint is the second-to-third gear shift that's required by the tighter six-speed transmission.

Like our favorite buffalo wings, this Mitsubishi is well past hot and bordering on atomic. The grip and power were enough to make even our Papa Bear-sized necks feel like those of a bobble-head doll. More is good, and this car felt great. We'd recommend some better brakes for this monster. but that's one of our few quibbles.

As for track times, the RIDE/RC Hill Evolution MR was another few ticks faster than Todd Mahoney's mildly prepared car and about 1 second faster than stock.

This difference is a little underwhelming, considering the modifications, but makes more sense if you realize that we kept getting stuck between gears and spent a little too much time rowing between second and third gears. We honestly had a hard time getting a handle on the car on our tight test track, as it was begging for the wide-open range of a track day on a real car-sized track. We'd crap Twinkles to drive this car at Sebring.

Papa Bear would be proud!