ALL ABOUT EVO I-IX

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CD9A 1992 Evo I

The Evolution model was introduced to enhance the Lancer's image through rallying. Ironically, the guys at Subaru were thinking the same thing with their new car - the Impreza. Subaru had been using Legacy for a few seasons, but the Impreza [launched in November 1992] proves a far more suitable vehicle in the highly competitive WRC. Mitsubishi's answer to the Impreza came a fraction earlier, announced on 7 September, and with sales starting from 19 October 1992.

Kenjiro Shinozuka, Kenneth Eriksson, and Iwao Kimata [Mitsubishi's old rally chief] were involved with the car's development. Shinozuka said "If one describes the fighting potential of a works rally car as 100%, then a good production car would usually rank around 50%. This Lancer rates easily over 60% - it is so fast, and never runs off its desired line, not even a fraction of an inch. Its handling really inspires confidence. It defines a new era in rallying" Kimata added, "A good car shouldn't always be a wild beast. It should flatter the driver's ability, whatever his level, and faithfully carry out his every command. We didn't need a multitude of modern control systems to establish this bond between man and machine - we simply had to polish the existing technology we already had on hand at Mitsubishi, gained through decades in the field of Motorsport".

The Lancer Evolution has a lightweight body, it displayed a remarkable power to weight ratio of 199bhp/ton [GSR Model]. A minimum 2500 were required in order to qualify for Group A rallying, but, at the time, the management wasn't sure if 2500 pure Motorsport machines [RS Model] would sell, so a GSR grade was introduced as well to ensure the homologation limit would be met. Officially known as the Lancer GSR Evolution [Type CD9A-SNGF], the more civilised model was priced at 2,738,000 Yen. The "LanEvo" certainly did its job of increasing the Lancer's popularity; all 2500 cars were sold out after just three days, so another 2500 had to be built to keep up with demand.

The body was light, compact, and strong. Reinforced in strategic areas, it had 20% better torsional rigidity than the standard models, and the front/rear balance was also better through the use of an aluminium bonnet, which featured air intake/outlet ducts [the louvers in the bonnet were for hot air extraction]. There was a large aperture in the front mask for improving cooling, and a large rear spoiler [incorporating a high mount rear brake light] for increased downforce.

The engine was basically a modified Galant VR-4 unit - the cyclone 2000 DOHC 16v Intercooler Turbo [4G63]. Bore and stroke measurements of 85x88mm gave a cubic capacity of 1997cc; combined with a large capacity intercooler, a new lightweight crankshaft, new pistons and con-rods, new injectors, revised port shapes in the head, sodium filled valves, and a hike in the compression ratio [raised from 7.8 to 8.5:1], it delivered 247bhp at 6000rpm and 227lb/ft of torque at 3000rpm.

Reduced internal friction gave better throttle response, especially at high revs. There was a large bore exhaust system, used to drive the TD05H-16G-7 turbo [meaning the diameter of the turbine nozzle], which featured an Inconel turbo [a mixture of nickel, chrome and iron with a trace of carbon]; twin pipes exited from the rear. Because of the harsh environment in which the car would be used, an oil cooler was specified as standard.

Naturally, in view of the Evolution's sole purpose, an automatic transmission was not even an option. Instead, the Evolution came with a close-ratio gearbox; the standard final drive was 5.443:1. An uprated clutch was employed, along with a double-cone synchro on second. A viscous-coupled centre differential was used on the full-time 4WD system, with LSD at the rear - both items were borrowed from the VR-4.

The suspension was based on that of the standard Lancer GSR but uprated, and given pillow-ball bushings instead of rubber ones at the back. Anti-roll bars were employed at both ends. However, the ride was deliberately not too hard for normal road use. Ventilated discs were specified up front [with two-pot calipers], while solid discs were used at the back; four wheel ABS came as standard. The GSR had 15"; alloy wheels shod with 195/55VR15 Michelin XGT tyres; fairly narrow, admittedly, but there was a distinct problem clearing the wheel arches with fatter rubber. Standard Lancer Evolution equipment included halogen headlights, air conditioning, Recaro bucket seats, [in black fabric with grey inserts] power-assisted steering with a tilt-adjustable column and three spoke Momo leather leather-trimmed steering wheel [plus leather gearknob], full instruments including a 9000rpm tachometer, redlined at 7000rpm, a drivers footrest, electric windows [with bronze tinted glass], remote control door mirrors, a six-speaker stereo radio/cassette, digital clock, remote boot and fuel door releases, an illuminated ignition key cylinder, rear wash/wipe [unusual on a 4-door saloon], and remote central locking.

Factory options included a front LSD, an electric tilt/slide sunroof and Cibie foglights [in white], while dealers were able to offer heavy duty mudguards, a front strut brace, auxiliary gauges and a centre console-mounted kneepad. At 1170kg, the Lancer Evolution RS was 70kg lighter than the GSR, as it was missing ABS, air conditioning, most of the electrical goodies, the rear wash/wipe, and various trim pieces. The Recaro seats were replaced by basic items, a mechanical rear LSD was employed in place of the viscous one fitted to the GSR, and it came with steel wheels instead of alloys
 
CE9A 1994 Evo II

The Lancer Evolution II was announced at the end of December 1993, with GSR [Type CE9A-SNGF] and RS [Type CE9A-SNDF] grades going on sale from the middle of January 1994. A total of 5000 cars were made available from the outset this time, as sales had been brisk on the original model; the GSR version was priced at 2,898,000 Yen. The new model was just as popular as the original and the entire Evolution II run had been sold by April.

So what were the differences? There was a deeper front airdam, a base was on the rear spoiler [with the word "Evolution II" stamped into it]. Rear foglights were fitted on the GSR in place of the red trim on earlier models, although the RS had black garnish pieces to match the area around the number plate.

The vehicle's length at 4310mm was the same as the first Evolution model, as was the width [1695mm]. However, the height at 1420mm was 25mm more than the original Evolution model and, more importantly, it had a wider track and longer wheelbase. The track was increased by 15mm at the front and 10mm at the rear. The original Evolution had been the same as the production versions [1450mm and 1460mm]. Meanwhile, the wheelbase at 2510mm, was 10mm longer than the original Evolution, as the front wheel centres were moved forward; combined with bigger tyres, this led to modified wheel arches, which were substantially deeper inside.

The engine was the same 4G63 unit with an 8.5:1 compression ratio. The turbo was the same as the original Evo, but an increase in boost pressure, a better, freer-flowing exhaust system, and more lift in the valves meant an increase in power output by 10bhp [to 257bhp]. Torque output remained unchanged [228lb/ft]. At the same time, an air-cooled oil cooler was adopted. The transmission had changes to first and second on the close-ratio gearbox [now 2.750 on first and 1.684 on second]. All the other ratios and final-drive remained the same, although third and fourth gained double-cone synchronizers; the clutch plate material was also of a higher quality.

At the back, the LSD was now a 1.5way mechanism unit on both RS and GSR models. The suspension geometry was subtly revised, with stronger mounting points. The lower arm at the front was now forged for added strength, the front anti-roll bar diameter was reduced from 23mm to 16mm, while the spring rate was increased. Fatter 205/60 HR15 tyres on OZ five-spoke aluminium wheels were now standard fare on the GSR, while the same rubber came on steel wheels for the RS model. Combined with the suspension changes, this helped to improve cornering. There were also new brake pads, and the steering ratio was changed [from 16 to 14.8] to make it quicker along with the power steering pump.

Inside it had the same Momo steering wheel as that used on the original Evolution, and this also found its way onto the Evolution VII GSR and RS. There were, however, new, deeper, Recaro bucket seats, for the GSR, trimmed in all-black. Equipment levels were much the same as before, although there were improvements in the audio and central locking systems, and air conditioning came with CFC-free refrigerant. Weighing in at 10kg more than its predecessor, torsional rigidity was said to be up 30%.

"The Lancer Evolution II is extremely quick, felt safe and easy to handle, unlike some of its contemporaries in the supercar class, which often left the driver with sweaty palms. The fact that the Lancer was just as enjoyable at slower speeds, and even around town, was another interesting observation" - CarGraphic Magazines' Yasushi Kabata [May 1994]
 
CE9A 1995 Evo III

Carrying the same CE9A codes as its predecessor, the Evolution III was launched in January 1995, and went on sale from 10 February. A total of 7000 were made available, with the GSR model priced at 2,968.000 Yen on the home market, although a few were exported.

New pistons gave an increase in compression ratio [from 8.5:1 to 9.0:1] and brought the extra 9bhp, taking maximum power to 266bhp at 6250rpm, torque output remained at 228lb/ft. The turbocharger [TD05H-16G6-7] and exhaust system also received attention to give better response, while two water spray jets were employed on the intercooler instead of just one.

Gearbox ratios were the same, but the final drive was now fractionally higher at 5.358:1. Wheels and tyres were carried over from the Evolution II, but there were more changes for the body. Indeed, all the aerodynamic appendages were modified slightly. There was a new front airdam with cooling ducts for the brakes and transfer box, and a taller rear spoiler incorporating a high mount brake light in the base. As a result, the "Evolution" status symbol was relegated to a small badge placed on the right-hand side of the bootlid. However, lift was said to be -0.01 and, in any case, "Evolution III" was now stamped into the side skirts.

A new "Speed 3" Momo three-spoke steering wheel was adopted on the GSR [the RS kept the old "Cobra II" item], and there was a new gearknob. Seat materials were changed on both models, although the seats were basically the same; Recaros on the GSR, but now trimmed in "Genesis" fabric. The gauges still had black faces. Equipment levels and dimensions remained the same, but weight increased by another 10kg; the GSR now weighed in at 1260kg, while the 2,378,000 Yen RS was listed at 1190kg.

Car Graphic magazine compared the Evolution III with the latest Impreza WRX Type RA STi. Despite the Evolution III being close to the self-imposed Japanese production car limit of 276bhp, the Subaru now had the upper hand on power and torque output, yet still had a price advantage on the GSR.

However, the Mitsubishi was still the fastest, recording a 0-60mph time of 4.9 seconds [0.4 seconds faster than the Impreza]. The two ultimately battled neck and neck in the WRC and the showrooms
 
CN9A 1996 Evo IV

Announced on 30 July 1996, the all-new Evolution IV eventually went on sale 23 August 1996. Given the CN9A-SNGF code for the GSR and CN9A-SNDF code for the RS, the Evolution IV's development was based on Mitsubishi's WRC experience. Due to the demands of the Motorsport people, even the styling was based on efficiency rather than cosmetics. There was a new front bumper [with an integrated grille] and front airdam [with built-in large diameter PIAA foglights], revised side skirts and rear valance, and a bigger rear spoiler with a delta-shaped wicker, or base; there was also a large air outlet in the aluminium bonnet.

The overall length was up by 20mm over the Evolution III and the width and height were 5mm less, and the wheelbase remained the same [2510mm]. The front track was increased by 5mm, while that at the rear stayed the same. Thus both were now 1470mm. The body was now 45% stronger than that of the standard Lancers, with extensive additional spot welding, and reinforcements around the scuttle, suspension and lower and upper frame; the RS also gained a front lower brace plus additional front cross member. The 4G63 turbo engine was basically the same, although there were many important differences compared to earlier Evolutions. The compression ratio was lowered slightly from 9.0:1 to 8:8.1, yet power and torque were drastically increased. This was primarily achieved by adopting a new, twin-scroll turbocharger [TD05HR-16G6-9T] and a 15% larger capacity intercooler, although there were a number of other modifications too. The cylinder head and lower part of the block were made thinner to reduce weight. The head covered different camshafts [a red rocker cover became a feature at this time incidentally], and the lighter pistons. Between the two was a stainless steel instead of carbon headgasket.

There was a bigger radiator, a lighter flywheel, straighter intake tracts, and a secondary air injection system on the exhaust manifold to reduce exhaust gas interference and to keep the turbo spinning hard, even at low revs, thereby reducing lag [this used to be on the rally versions only]. One big bore exhaust pipe exited from the back now, instead of the twin pipes as found on the earlier Evolution models. Power was now quoted at the Japanese limit of 276bhp at 6500rpm, while maximum torque went up to 260lb/ft at 3000rpm.

The engine was still transverse, but mounted 180 degrees opposite to that of the Evolution III which, much of the annoyance of the competition specialists, meant accommodating a larger transfer box - it was bigger, heavier and more expensive to produce. A new W5M51 gearbox with shorter shift strokes was employed, coming with revised ratios [still close], plus the option of a "low" and "high" final drive on the RS. The GSR was listed with 2.785 on first, 1.950 on second, 1.407 on third, 1.031 on fourth and 0.761 on top, while RS had the same bottom two ratios, but a closer 1.444 on third, 1.096 on fourth and 0.825 on fifth. The final-drive was 4.529:1 on the GSR and RS "high" option or 4.875 on the RS's "low" specification.

A new feature was the AYC [active yaw control system] rear differential, which used electronics to hydraulically give more torque to the outside wheels, and less to the inside one to improve cornering. The GSR came with AYC at the rear, a viscous-coupled centre differential with a 50/50 split, and a helical front LSD; the RS's rear LSD was a 1.5 way mechanical type, while the torque-sensing helical front was listed as an option.

There was a multi-link rear suspension, and a revised geometry up front to give a lower roll centre; anti-roll bar diameters were 23mm up front and 21mm at the back. Brake feel was enhanced through the use of bigger ventilated discs on the GSR - 294mm at the rear - made possible by the move to 6.5Jx16 OZ 12 spoke alloys with 205/50/VR16 tyres. Interestingly, the rear discs incorporated a small drum for a more efficient handbrake. ABS was standard, although the RS - still built to order - ran on 6.5Jx15 steel rims shod with HR-rated rubber, and had the small diameter brakes carried over from the Evo III; the 16" wheel and tyre combination was an option on the RS. In fact, there were five RS set packages; AYC, 16" wheels and tyres, bigger brakes, a front helical LSD, and a close-ratio gearbox with a "high" final drive for circuit use.

Inside, the front seats were full Recaro buckets, trimmed in a buckskin-type material. There was a similar but new Momo steering wheel and a leather gearknob. Dual airbags came as part of the GSR package, but not on the RS, as this had a different steering wheel. White-faced gauges were adopted at this point, with an LCD trip and odometer. Equipment levels were basically the same, with several detail differences. There was a green tint on the glass, and the 6-speaker stereo went into the options list. Heated door mirrors were also listed as an option, and a Ralliart sports kit was available from September. The GSR was listed at 2,998,000 Yen. Production planners called for 6000 to be built, including the basic RS, which was 500,000 Yen cheaper. Of these, a total of 107 were exported officially. Excellent press coverage helped sales and the first 6000 machines went quickly [in just three days in fact], so another 3000 were built in September. Ultimately the ratio was about 90% GSR and 10% RS.

With Mitsubishi UK hoping to sell the model, a few made their way to the UK. One such car [P66 MRE], was tested by Complete Car in its May 1997 issue. It stated: "Almost certainly the most refined and usable homologation special ever made, the Evolution IV perhaps lacks the extrovert buzz suggested by its appearance, but there's no doubting its massive dynamic and performance capabilities"
 
CP9A 1998 Evo V

Visitors to the 1997 Tokyo Show got a sneak preview of the Lancer Evolution V. Although it still had 276bhp, there was a substantial increase in torque output, and it's attractive 17" aluminium alloy wheels concealed powerful Brembo brakes. Press material handed out at the event said that it would be available in the spring, wetting the appetite of Motorsport enthusiasts everywhere. Ultimately announced on 6 January 1998, sales began three weeks later.

The aluminium bonnet design was revised for better heat dissipation, and the same lightweight material was adopted for the flared front wings [the rear # fender size was increased via wheel arch blisters]. There were new front and rear bumpers, a different airdam, modified side and rear skirts, a four-position rear spoiler with a delta shaped wicker and aluminium wing.

As for the leading dimensions, while the height [1415mm] and wheelbase [2510mm] remained the same as the Evolution IV, the length was now 4350mm, which was an increase of 20mm and the width was increased by 80mm, taking it to 1770mm overall. The track measurements were also wider at 1510mm at the front and 1505mm at the back. The bigger car followed the trend started by the World Rally Car regulations, although the Evolution V still managed to just keep within the Group A regulations.

The engine was basically the same, with 8.8:1 compression ratio retained. However, there was a modified twin-scroll turbocharger [TD05HR-16G6-10.5T] and intercooler, new lightweight pistons, and the radiator and oil cooler capacities were increased. Torque was enhanced somewhat by these changes over the Evolution IV - now listed at 275lb/ft at 3000rpm.

Gear ratios were carried over from the Evolution IV [including the options on RS], but the synchromesh and swift linkage was made stronger, topped with a smaller gearknob trimmed in black leather with red stitching [actually, a number of road tests mentioned the better gearshift]. The innovative AYC system continued on the GSR, matched with a helical LSD up front. There was a longer lower arm on the front suspension, made from forged aluminium alloy, and the inverted front struts were given longer strokes. Mountings were changed at the rear to give the car its wider track, while revising the geometry at the back end gave a lower roll centre, thus enhancing road holding and vehicle response during cornering.

In addition, the steering rack location was altered, along with the knuckle joint location, in order to give more linear response in corners, while a new pump was adopted, allowing the engineers to remove the power steering oil cooler to save weight.

Tyres were now 225/45 ZR17 on OZ alloys - although 7.5J x 17, they were nonetheless of similar design to those fitted on the Evolution IV. As a a result, the front gained four-pot calipers [formerly 2-pot] and bigger 320mm diameter discs, while two-pot calipers were employed at the rear, again with larger 300mm diameter discs. Brakes were made by Brembo, with ABS coming as standard on the GSR. Inside, the Recaro bucket seats were employed, the Momo leather-trimmed steering wheel was carried over, as were the white faced gauges. Dual airbags were again a part of the GSR package. Carrying the CP9A-SNGF code the GSR was priced at 3,248,000 Yen.

The interior was trimmed in black with grey inserts. The basic RS model carried the CP9A-SNDF code, it was available at 2,598,000 Yen. Still, running on 15" wheels and tyres, it required the old braking system. Tyres were now 225/45 ZR17 on OZ alloys [OZ Racing F1 Cup]. It weighed in at 1260kg, instead of the 1360kg for the GSR, although weight could be reduced further on the RS by opting for the thinner gauge body, or by asking for a car minus the aerodynamic appendages. RS packages were basically the same, although the optional wheel and tyre combinations were naturally bigger, in line with the standard GSR fitment, and a crossmember support bar was added each time the larger wheels and tyres were specified. Dealer options included red "Ralliart" or dark silver "Evolution V" mudflaps, a turbo boost gauge, centre console kneepads, front and rear strut bars, an uprated suspension kit, a sports exhaust, navigation system, and various badges
 
CP9A 1999 Evo VI

As Autocar put it: "It is less than a year since the Lancer Evolution V scalped Subaru's hottest Impreza and became the most astonishing saloon car we had ever driven. But the constant need to homologate new cars for rallying means that Mitsubishi has had to go back to its corporate shed and attempt the unthinkable; make the Evo V better".

Announced in January 1999 [sales started at the end of that month], weights and dimensions for the Evolution VI were the same as those of the Evolution V. The engine and gearbox were basically carried over [although there were a few subtle modifications and a new sump was adopted]. There were new OZ wheels, but they wore the same rubber, while the RS version continued on 15" rims. In reality, the main changes centred around revised aerodynamic appendages in order for the car to comply with the latest WRC regulations. The Evo VI featured a new front bumper with integrated grille [to meet the 1999 FIA regulations], seperate oil and brake cooling ducts [the oil cooler duct was on the offside only, just ahead of the wheel], smaller foglights, and an offset number plate to increase airflow to radiators; the front indicators were now clear.

Moving around the vehicle, the old side skirts were retained, but there was a new, smaller rear spoiler with twin blades [it was made smaller to comply with FIA guidelines]; beneath the spoiler, the rear light cluster garnish had gone. More spot welding and special adhesives were employed to further strengthen the body, with stronger front shock mounting points. The front and rear suspension underwent subtle revisions, with a lower roll centre, and an increased stroke and more forged aluminium parts for the rear.

However, the Evolution V suspension could still be specified on the RS for those who entered gymkhana-type events. As for the engine, a larger air intake hose was fitted, and there was better breathing on the turbocharger [the GSR turbo was the same, but the RS used a TD05HRA-16G6-10.5T unit with a more responsive titanium-aluminium alloy turbine blade].

A bigger oil cooler gave 23% better heat dissipation; the cooling system was also modified, and the lightweight pistons now incorporated oil cooling channels. A twin-plate clutch was listed as an option for the RS [an hydraulically operated, single-plate unit was the norm], while the AYC was improved via rally experience. The Brembo brakes [standard on the GSR, optional on the RS] were carried over from the Evolution V, although revised caliper shapes helped to increase strength. Ventilated at both front and back, the diameters were 320mm and 300mm.

The interior was basically the same, although the Recaro seats were now black with blue inserts, with blue stitching on the familiar Momo steering wheel, the leather trimmed gearknob and gaiter. Blue faced gauges featuring white markings continued the theme. Dealer options included PIAA foglights [not built in any more], mudflaps, headlamp trim, a carbonfibre rear wing and a carbonfibre oil cooler outlet duct garnish. The spare key came on a presentation plaque - quite novel. The GSR model was priced at 3,248,000 Yen and the RS model at 2,598,000 Yen. A total of 7000 Evolution VI's were built.

Autocar commented: "The world's greatest point to point missile just got better. Nothing can touch it across country, yet it's as practical as any other four-door saloon. Simply awesome". In June 1999, the Lancer Evolution VI limited edition was announced. This featured a number of Ralliart components, including an air suction and intercooler pipe set, a high performance air filter, sports exhaust and radiator and oil filler caps.

The limited edition was sold through a small number of dealers in the Kanto [Tokyo Bay] area only; available in both GSR and RS guises. Retail price was just 100,000 Yen more than the standard Evolution VI, which represented quite a saving if an enthusiast tried to buy the parts separately from the aftermarket spares catalogue. The "Zero Fighter" was another Ralliart special as was the Extreme
 
CP9A 2000 Evo VI Tommi Makinen Edition

The 1998 Tokyo Show saw the debut of the Evolution VI Tommi Makinen Edition. Officially announced at the end of the year, it was introduced to celebrate Makinen's four consecutive World Championship for Drivers titles, and is sometimes referred to as the Evolution 6.5.

Nationwide sales began on 8 January 2000. At the time of the Tokyo launch, Makinen said "It is a great honour for me to have my name on this car. I have spent so many hours behind the wheel of a Lancer, helping to develop certain areas where my input was of use to the engineers. It is not only highly efficient, but easy to control and fun to drive, too. It is a very well-balanced package, and one that I hope will take me to many more victories in the World Rally Championship".

Engine and transmission options were carried over, along with the gear ratios on the five-speed box. However, the high response titanium-aluminium alloy turbine blades were now specified on the GSR's turbocharger [Type TD05HRA-15GK2-10.5T] as well, combined with a smaller diameter compressor wheel; the RS kept its old turbo, with the new one as an option. In addition, there was a new exhaust with a big bore tailpipe. Ultimately, the engine provided lots of torque in the low to mid-range, the Evolution VI TME modifications bringing in the maximum torque 250rpm lower down the rev-band.

Easily distinguishable by its redesigned, aggressive looking front bumper / airdam, The Tommi Makinen Edition rode 10mm lower than the Evolution VI, as the GSR came with the tarmac suspension settings [an option on the RS]. A front tower bar was standard on all cars, including the GSR, while the steering ratio was quicker than that of the earlier Evolutions.

White Enkei 17" alloys [the same as those used on the works Group A cars] came as part of the GSR package, and could be bought as an option for the RS grade. Combined with the so-called Special Color package [available on the Passion Red GSR as a 20,000 Yen option], the exterior could be made to resemble an authentic WRC machine. Inside, although the style of the interior and its components was carried over, there were now black-faced gauges with red numbers and calibrations, and red stitching graced the Momo leather trimmed steering wheel, gearknob and gaiter. The *wally*pit remained predominantly black, but the Recaro seats had red fabric inserts and a "T.Makinen" logo on the GSR, while the RS had a strict Evolution VI interior with blue inserts.

Chassis codes were the same as those used for the Evolution VI, although the GSR based Special color package carried the SNGF2 designation. Weights were also the same as was the fuel tank capacity, which remained at 11 imperial gallons/50 litres, although the shape of the tank was changed slightly to stop petrol moving around so much during extreme cornering.

The GSR was priced at 3,278,000 Yen, whilst the RS was slightly cheaper at 2,598,000 Yen. A lucky 2500 buyers received a resin scale model mounted on a wooden plaque, while dealer options included front foglights [PIAA], and HID headlights from the Cibie concern
 
CT9A 2001 Evo VII

Mitsubishi issued the following press release on 26 January 2001: "Mitsubishi Motors Corporation announces that the Lancer Evolution VII sophisticated 4WD sports sedan will go on sale at Galant and Car Plaza dealer showrooms throughout Japan on Saturday 3 February 2001".

A high performance 4WD sports sedan, Lancer Evolution VII delivers mainstream Motorsport's capabilities into the hands of the enthusiast driver. Derived from the Lancer Cedia series that debuted in May 2000 after a full model change, Evolution VII is powered by Mitsubishi's well-proven two-litre intercooler-turbocharged engine [4G63].

Refined and spirited exterior styling that combines superior aerodynamic and engine and brake cooling performance with an appearance that becomes a sophisticated new-age 4WD sports sedan. Improvements to the inline four-cylinder 4G63 two-litre intercooler turbocharged engine concentrated on boosting medium range torque and have produced class-topping maximum of 276bhp at 6500rpm and 282lb/ft of torque at 3500rpm.

Changes include improvements to the turbocharger; the use of an uprated intercooler; a redesign of the intake piping; a 20% reduction in intake resistance, and the use of a three-nozzle intercooler spray with a manual override switch. Internal weight in the upper engine has been reduced through the replacement of aluminium rocker covers with magnesium, and the use of hollow camshafts. Backpressure in the exhaust system has been reduced through the use of a spherical joint for the front exhaust pipe and a straighter exhaust pipe. The fitting of a variable backpressure valve in the main muffler provides better noise reduction at low engine speeds and lower backpressure at high speeds.Resistance to corrosion and strength have been improved with the use of stainless steel in all exhaust pipes.

A newly developed Active Centre Differential [ACD] brings better handling response and traction to the Evolution VII. Integrated control of the ACD and the Active Yaw Control [AYC] handling enhancement system bring superior acceleration and handling characteristics. Replacing the viscous coupling type with an electronically controlled multi-plate clutch differential, the ACD effectively regulates slippage in the 50:50 torque split centre differential from free to lock-up to match driving conditions. Control is further optimised with a three-way selector that enables the driver to override the automatic system and choose between Tarmac, Gravel or snow modes for different surface conditions [Standard on GSR, factory fitted option on the RS].

The Evolution VII carries the latest version of Mitsubishi's sports ABS system, which incorporates Electronic Braking Force Distribution, to the Brembo brakes [which were used on the Evolution V and VI]. Braking force is controlled independently at each wheel to realise improved stability and steering response under braking when turning. Torsional stiffness is 50% greater than the Evolution VI. This is the result of the use of additional reinforcements and welding, particularly at the joins, to complement extensive weight reduction throughout the body framework.

The Evolution VII uses the five-speed manual transmission of its predecessor, uprated for the increased engine torque. Improvements include the use of stronger materials, for some of the gears. In addition, lower first gear ratios gives better acceleration from a standing start, while a higher fifth gear ratio enhances comfort and fuel efficiency at higher speeds. Other changes in the Evolution VII contributing to superior transmission of drive torque and durability include an uprated clutch cover clamp load, and the use of larger clutch discs and flywheel to handle greater engine torque. Fatter 235/45/ZR17 tyres replace the 225/45/ZR17 tyres used on the Evolution VI, bringing a further improvement to grip under high G cornering. Wider rim, mesh-styled 8Jx17 wheels replace the 7.5Jx17 wheels used on the Evolution VI.

Wrapped in refined and dynamic exterior lines that became a sophisticated 4WD sports sedan and that realise significant improvements in aerodynamic and cooling performance. Major contributing elements include; an aluminium engine hood with optimally located heat extraction outlets and NACA cooling ducts; an oversize front grille-integral bumper with side slots that reduce drag while improving cooling efficiency; a large undercover for the engine compartment; front and rear blister type fender flares that meld seamlessly into the body lines; large airdams under the front bumper and at the sides, and a rear deck spoiler with a variable angle of attack.

Housing the auxiliary lights, the multi-lamp headlight units provide superior beam distribution and light intensity, giving a better field of view and making for safer driving at night. The headlight design also adds to the Evolution VII's intrepid and formidable looks. Xenon discharge type headlights and foglamps are available as a factory option. Lighting at the rear is provided by classy three-lamp combination units using clear lenses.

With Recaro bucket seats [dealer options on the RS] and a new Momo three-spoke leather-trim steering wheel [again, factory option on the RS], leather-trimmed shift lever knob and handbrake grip complement the off-black interior. Housing five dials and gauges each with its own silver bezel, the function orientated instrument panel further adds to the sporty flavour of the interior. On the GSR trim level, an ACD mode indicator shows the driver at a glance which mode the centre differential is operating in
 
CT9A 2003 Evo VIII

Mitsubishi Motors Corporation announced the launch of the Lancer Evolution VIII sports sedan in Japan on January 29. Features include a high-performance 2-litre intercooler-turbocharged engine, a 6-speed close-ratio gearbox and MMC's advanced all-wheel traction control system. Available in four trim levels, the Evolution VIII GSR is priced at 3,298,000 Yen, the RS 5-speed manual transmission model at 2,740,000 Yen and RS 6-speed gearbox model at 3,160,000 Yen. Mitsubishi are targeting sales of 5,000 [half that of the Evolution VII].

A 6-speed close-ratio gearbox that extracts the engine's class-topping maximum of 276bhp and 289lb/ft of torque is used. The addition of Super Active Yaw Control to the race-proved Active Center Differential in Mitsubishi's all-wheel traction control system realises significant improvements in cornering and traction performance. [Standard on GSR, factory-fitted option on RS models].

Improved aerodynamic performance with the use of a new-design oversize front bumper, engine undercover and the first all-carbon rear spoiler on a 4-door production sedan. Evolution VIII presents a more aggressive exterior design that incorporates Mitsubishi's design identity in the front grille and sees improvements in aerodynamic and cooling performance. Stamping the new design identity on the front visage is the pyramid-shape element in the center of the grill that locates the silver Mitsubishi 3-diamond logo, the apex of which provides the origin for a ridgeline that flows into the engine hood.

Intercooler efficiency has been boosted with a 10% enlargement of the mid-bumper air intake. The engine oil cooler air intake located under the right end of the bumper has been redesigned as a duct to promote a smoother flow of air and improve oil cooler performance. The new-design engine undercover generates significantly more downforce and features a new diffuser that directs cooling air over the drivetrain. The new model retains the brake cooling air ducts fitted on its predecessor. The rear spoiler uses carbon fibre-reinforced plastic [CFRP] for both horizontal and vertical components - a world-first on a 4-door production sedan. Exploiting to the full the low mass, high strength and rigidity properties of CFRP, the aerofoils are slimmer and optimized in section. The spoiler generates significantly more downforce than its predecessor without incurring any extra drag penalties.

Evolution VIII uses an off-black colour scheme and the strategic placement of dark titanium-finish panels to create a sporty interior space that fully complements the vehicle's character and supports sports driving requirements. Dashboard ornamentation is finished in blue to coordinate with the seat upholstery. The dark titanium-finish center panel accommodates 2DIN and 1DIN audio systems on GSR and RS trim levels respectively. The race-serious instrument panel locates the tachometer in the center and uses the same full-scale 270kph speedometer as fitted to the recently launched North America market Evolution VIII, the first Evolution model to be offered on that market. The shifter features a smaller spherical design that enhances operability.

On 6-speed close-ratio gearbox models, the shift gate plate is embellished with the Evolution logo made from the same CFRP material as the rear spoiler. Recaro bucket seats use slim-line bolsters and a lustrous blue knit fabric with a distinctive dimple-finish. Evolution VIII is powered by an improved version of the 2-litre in-line 4-cylinder 16-valve DOHC twin-scroll turbocharger-with-intercooler 4G63 engine that develops class-topping maxima of 276bhp @ 6500rpm. Optimisation of turbocharging characteristics has produced class-topping maximum torque of 289lb/ft of torque @ 3500rpm and even gutsier torque in the flat 3000rpm-to-5000rpm band. To match the higher torque, cooling performance has been improved by updating the water pump capacity and by enlarging the water passages in the turbocharger.

Engine durability and reliability have also been improved by updating the aluminum pistons and forged steel con rods. Detail changes have reduced total engine weight by 2.5kg [models with air conditioning]. Use of lighter valve springs and valve spring tensioners has lowered the moment of inertia of, and with less load on the springs reduced friction in, the valvetrain.

Evolution VIII models use the same fuel tanks as fitted to the North America market series. At 55 litres, the GSR gets a 7-litre increase to extend its cruising range; while at 50 litres, the RS gets just 2 litres more in view of weight and motorsport minimum range considerations. Evolution VIII uses a 6-speed close-ratio gearbox [standard on the GSR] to maximally utilize the engine's outstanding power and torque characteristics. With the motorsport competitor in mind, the RS comes with a 5-speed manual gearbox as standard and is available with a 6-speed gearbox/17-inch wheel combination package as a factory-fitted option.

The ratios on the 6-speed gearbox have been carefully chosen to extract every ounce of torque from the engine: 1st for acceleration from rest; 2nd to 5th for seamless shifting and response; while 6th supports an increase in top speed. The ratios also enable Evolution VIII to return 10-15 mpg on the urban mileage test, a slight improvement over the Evolution VII. The 6-speed gearbox employs a pull-ring mechanism to prevent accidental selection of reverse. For Evolution VIII, 5-speed RS models now come standard with the super-close ratio gearbox offered as an option on its predecessor, with uprated durability and stiffness to match the increased torque.

Since its introduction, Mitsubishi's All-Wheel Control system - comprising ACD, AYC and Sports ABS - has elevated Evolution's traction and dynamic performance to new levels. Debuting on Evolution VIII, the new Super AYC now brings further and significant improvements to that performance. Super AYC uses a planetary gear differential in place of the bevel gear type in the current AYC to double the amount of torque it can transfer between the rear wheels. This enables Super AYC to boost both cornering and traction performance. The RS comes with ACD only. The ACD unit gives priority to drive traction, with its operating modes [Tarmac/Gravel/Snow] tuned for the requirements of rally, gymkhana and dirt and snow trials.

The new model uses the same brakes as its predecessor: Brembo ventilated discs with 4-piston calipers at the front and 16-inch ventilated discs with 2-piston calipers at the rear. Evolution VIII also retains Mitsubishi's Sports ABS, which uses a steering wheel angle sensor to detect steering inputs. The computer uses this information to regulate braking force at each wheel independently and improve handling behavior under braking. The system also incorporates Mitsubishi's EBD [Electronic Brake Force Distribution] system, which optimally apportions braking force between front and rear wheels for different road surface and vehicle load conditions to deliver predictable and consistent stopping performance. To improve handling stability and perceived driving quality, Evolution VIII's body has been made stronger and stiffer in a program pinpointing those areas giving the largest gain in strength for the smallest increase in weight. The upper and lower body join, a major factor in overall torsional stiffness, has been strengthened with the addition of large reinforcements to inner and outer panels at the bottom of the center pillar. Body panel joins have been strengthened with the addition of reinforcements at the top of the front strut tower and on the upper and side surfaces of the rear wheelhouse, and by increasing the number of spot welding points.

Suspension mounting stiffness has also been uprated by strengthening the mid-section of the strut tower bar and its point of attachment to the body. Complementing the stiffer body, detail optimisation of Evolution VIII's MacPherson strut front and multi-link rear suspension results in better on the limit handling stability and perceived driving quality over the full performance range. GSR and 6-speed gearbox RS models retain Evolution VII's ADVAN A046 model 235/45ZR17 tyres, which use a high-grip compound and are built with a very stiff carcass.

The GSR and 6-speed gearbox RS models ride on ENKEI 6-spoke 17-inch alloy wheels. The spun-rim construction of the wheels cuts the weight of a set of wheels by 3.2kg and this reduction in unsprung weight contributes directly to improved dynamic performance. The 5-speed manual gearbox RS retains the 205/65R15 94H tyres and 15-inch steel road wheels of its predecessor. The GSR's 17-inch alloy wheels and 235/45ZR17 tyres are available as a factory-fitted option.

Evolution VIII achieves further advances in weight reduction over the VII, particularly in the front end, upper body and the unsprung weight - areas that contribute most to handling stability. For similar equipment levels and fuel load, the new GSR comes in at virtually the same weight as its predecessor despite the 10kg increase ensuing from the introduction of the 6-speed transmission. Serving as the base model for competition use, the 5-speed gearbox RS model also features further reductions in weight as the result of rationalizing the equipment and sound insulation specifications. For similar equipment levels and fuel load, the new RS weighs in 20kg lighter than its predecessor. All Evolution VIII models come standard with a vehicle immobiliser system that requires the use of a pre-coded key to start the engine
 
CP9A 2004 Evo VIII MR

Tokyo, February 4, 2004. Mitsubishi Motors Corporation [MMC] today announced that the Lancer Evolution VIII MR[1] high-performance sports sedan will go on sale at dealerships throughout Japan on February 13. The new series is offered in GSR, RS 5M/T and RS 6M/T trim levels, with prices ranging from 2,740,000 yen up to 3,398,000 yen. MMC is targeting sales of 3,000 units.

The Lancer Evolution series went on sale in the United States for the first time in January 2003 where it immediately proved a great success claiming two major accolades in being named 2004 Car of the Year by Automobile Magazine and by Sport Compact Car Magazine. Sales of the series began in Europe in January this year and Germany's Sport Auto magazine recently chose the car as its Sportiest Car 2003.

Lancer Evolution VIII MR builds on this reputation, pushing the performance envelope even further. It is the first production model in Japan to use a lightweight aluminium roof panel. Other distinguishing features include exclusive Bilstein shock absorbers developed jointly with Bilstein, and BBS lightweight forged alloy wheels [factory-fitted option]. The turbocharged engine is tuned to deliver maximum power over the mid-to high-rev band and generates 2.0-liter class-topping torque of 295lb/ft [400N-m] at 3500 rpm. Detail improvements to the ACD + Super AYC + Sports ABS electronic all-wheel drive control system realize a more natural and better-mannered driving feel and a closer man-machine interaction for true driving pleasure of the highest quality.

MMC retired its works team from the World Rally Championship for the 2003 season to concentrate on developing a new WR Car and rebuilding its motor sport organization around a new subsidiary, MMSP GmbH. The company returned to WRC competition at the 2004 Rallye Monte Carlo in January when the new Lancer WRC04 finished a very creditable sixth on its first outing. Once it receives FIA homologation, the Lancer Evolution VIII MR is expected to provide the base vehicle for professional and amateur competitors alike in motor sport events around the world, the Production Car World Rally Championship included.

Exterior
Evolution VIII MR sees no changes in body design over its predecessor but is distinguished by new colouring and exclusive styling trim that accentuate its aggressive ultra-performance machine looks.

Matt-black headlamp and rear combination lamp extensions tighten up the facial features front and rear. Turquoise-blue lenses in the projector low-beam lights located outboard in the headlamp units also give accent to the car's aggressive lines.

The outboard faces of the rear-deck spoiler plates use a dark grey finish close to the colour of the carbon wing, replacing the body colour-keyed treatment on Evolution VIII.

The "Lancer" emblem at the bottom left and the "Evolution" part of "Evolution MR" at the bottom right of the trunk lid use a dark grey finish, while the "MR" letters are finished in red.

The brilliant mirror finish to the muffler tail pipe adds a touch of quality and a highlight to the rear. [All models except the RS 5M/T]

Tremendously strong fin-design BBS forged alloy road wheels [factory-fitted option] each weigh 1.25 kg less than the standard wheels. The wheels are finished in a dark grey finish that is coordinated to the overall colour scheme.

The vortex generator, an innovation in aerodynamics technology and offered as a dealer-fitted accessory, creates small vortices at the trailing end of the roof that reduce drag and increase the downforce generated by the rear-deck spoiler. The generator vanes are finished in the same dark grey as the outer panels of the spoiler.

Evolution VIII MR is offered in four body colours that blend tastefully with the exterior styling trim and accessories: Medium-purplish Gray Mica [new]; Cool Silver Metallic and Solid Red, which take the MMC corporate colours for their motif; and White Solid, the traditional colour for competition models. [RS is available in White Solid only.]

Interior
Interior trim is coordinated in dark tones to present a sporty interior that projects the same aggressive and ultra-performance image as the exterior.

Retaining the off-black monotone keynote colour of its predecessor, Evolution VIII MR uses carbon-finish dash ornamentation and a no-frills black center panel to accent the mechanical, function-oriented nature of the *wally*pit.

The Momo steering wheel has matt-black spokes and a dark titanium-finish center ring that are coordinated with the dashboard colour.

The Recaro front seats are upholstered in an elegant black monotone suede-look non-slip material. The shoulder support uses a knit fabric with a distinctive high-grip dimple finish that provides better location.

The trim uses the same suede-look fabric as the seats to produce a well-coordinated interior.

The floor-console is embellished with a classy stainless steel plate embossed with the "Lancer Evolution MR" emblem. As with the trunk lid emblem, "MR" is finished in red to stamp its presence more vividly on the interior.

Engine
The well-proven 2-liter in-line 4-cylinder 16-valve DOHC intercooler-turbocharged 4G63 engine has undergone detail improvements. The power unit retains Lancer Evolution's trademark flat torque band that kicks in from low engine speeds but now generates gutsier torque in the mid- to high-rev band.*

The turbocharger uses a larger turbine nozzle with matching cam profile to deliver higher output at mid- to high engine speeds.*

The turbocharger waste gate now uses two solenoids. This optimizes boost pressure control to give more stable torque in the low to mid-range and helps the powerplant to generate class-topping torque of 295ft/lbs at 3,500 rpm.*

Durability is improved through shape optimization and reinforcement of the cooling water channels, uprating from a 3-ply to 5-ply head gasket and the use of magnetic ion-coated piston rings.

Engine response is improved with the use of lighter silent shafts.

Cooling performance is improved with the use of a larger oil cooler that features two extra rows. [* RS 5M/T excluded]

Body
Evolution VIII MR is the first steel monocoque body Japanese production car to use an aluminium roof panel, reducing vehicle weight by some 4 kg. Reduction of weight in the upper body lowers the vehicle's center of gravity and reduces roll moment to realize a substantial improvement in handling performance.

To join the steel monocoque frame and aluminium roof panel, Evolution VIII MR employs an innovative method that uses self-piercing rivets, which expand radially into the steel of the structural member below, and a structural adhesive.

The provision of a single longitudinal design bead in the roof panel solves the problem of thermal warping that occurs in the manufacturing process as a result of aluminium having a thermal expansion coefficient nearly twice that of steel. This measure has also enabled any increase in the weight of the roof panel to be minimized.

For increased cabin strength, diagonal braces are used to reinforce the roof joins at the front, center and rear pillars.

The front door side impact bars use aluminium instead of steel, reducing weight by 3.5 kg while providing the same level of impact safety.

Suspension
Shock absorbers jointly developed with Bilstein exclusively for Evolution VIII MR offer superior response characteristics and realize better road holding.

The use of different damping rates for the single-tube front and rear shocks and shape optimization of the rear bump stop has resulted in superior levels of handling stability and road holding together with a sporty ride quality.

Electronically-controlled 4WD system
Harmonized control of the ACD[2], Super AYC[3] and Sport ABS[4] 4WD system components is more finely tuned on Evolution VIII MR after feedback from testing programs and from use in actual competition. As a result, the all-wheel control [AWC] system is tuned with greater bias on sporty and competitive use.

On Evolution VIII, the AWC system gave control bias to the Sport ABS in order to stabilize the body attitude under hard braking. For Evolution VIII MR, the system is tuned for optimum response on different road surfaces. More specifically, by keeping ACD + Super AYC control active while Sport ABS is in operation, the car now responds more accurately to steering inputs as it enters, and holds its line better through, corners on dry tarmac and other high-friction surfaces.

The weight of the Super AYC unit has been reduced by 800 grams by switching from steel to aluminium for the clutch case and by reviewing the metal clutch disc gauge. The use of high-strength steel for the differential hypoid gears has raised fatigue strength by some 20%
 
CT9A 2005 Evo IX

Mitsubishi Motors Corporation (MMC) announced that the Lancer Evolution IX high-performance 4WD sports sedan would go on sale at affiliated dealerships throughout Japan on March 3, 2005. With a 2.0-liter intercooler-turbocharged engine powering all four wheels through an electronically controlled 4WD system, Evolution IX raises all dynamic performance parameters to a new level.

Evolution IX marks the 12th model in the series, which has also included an automatic transmission model, since the Lancer Evolution debuted in October 1992. Major features distinguishing the latest model include the adoption of Mitsubishi's proprietary MIVEC(1) variable valve timing technology in the intake system and improvements to the turbocharger that result in higher torque and produce better response for improved engine performance across its full rev range. New front and rear bumpers bring both high aerodynamics and cooling performance.

Evolution IX is offered in three trim levels. The flagship GSR grade features Mitsubishi Motors' cutting-edge ACD(2) + Super AYC(3) + Sports ABS(4) electronically controlled all-wheel control component system and a 6-speed manual gearbox. The motorsport-specification RS uses a special lightweight body, a new titanium-magnesium turbocharger, 5-speed gearbox and ACD + mechanical rear LSD all-wheel control. New for Evolution IX is the GT grade that brings together RS's turbocharger and drivetrain specification and GSR's comfort-bias body with its enhanced sound deadening. Allowing owners to customize their Evolution IX's to individual needs and preferences, a comprehensive range of factory- and dealer-fitted options as well as Ralliart tuning and dress up parts are available.

Exterior
In an integral molding, the new front bumper houses an oversize mesh grille to raise engine cooling efficiency and also locates the Mitsubishi 3-diamond emblem. All unnecessary openings on the undersurface of the bumper have been closed off to reduce air resistance
The new rear bumper features a diffuser undersurface in a distinctive design that shapes the corners to stabilize air flow detachment and reduce drag and that adds to Evolution's sedan-racer looks
The rear wing assembly uses molded vertical components color-keyed to the body and a carbon-fiber hollow spoiler that lowers the center of gravity.

Dark-clear extensions on headlamps and rear lamps enhance the car's premium appearance
GSR and GT trim levels run on Enkei 17x8JJ lightweight 5-double-spoke alloy road wheels that are 0.15 kg per wheel lighter than those fitted to Evolution VIII MR
Evolution IX is available with a new air dam extension and rear wing Gurney flap (dealer options) that further improve aero efficiency. These advanced aero devices improve high-speed handling and stability by reducing front and rear wheel lift and enhancing the front-rear aero balance

Interior
Dashboard ornamentation on GSR and GT models is clear coated with a rich carbon-like finish GSR and GT models use new alloy accelerator, brake and clutch pedals designed for sport driving as well as to accent the sedan-racer look to the *wally*pit GSR uses Recaro bucket seats. The squab facing uses non-slip Alcantara suede upholstery that keeps the occupant fresh and comfortable even on longer journeys while the side bolster facings are covered in genuine leather making the seats easier to get in and out of and also adding a touch of choice luxury to the interior
GSR is equipped with a carbon shifter panel embellished with the Lancer Evolution logo GSR and GT models use a high-density dash silencer and double-sealing weatherstrips that reduce interior noise levels.

Engine & transmission
For Evolution IX the 4G63 engine gains Mitsubishi's MIVEC variable valve timing technology that improves top-end output as well as fuel efficiency. MIVEC technology allows GSR to return 10.0 km/l in the Japanese 10-15 mode driving cycle, equivalent to a three percent improvement in mileage
On GSR, the turbocharger uses a lengthened diffuser to generate more low-end and mid-range torque (295lb ft/3000rpm) as well as bring a significant improvement in response (average 5%) across the full rev range.

On the RS and GT, the turbocharger compressor wheel uses magnesium alloy instead of aluminum alloy. This brings a dramatic improvement in supercharging response. Mated to a 5-speed gearbox with higher torque capacity, the engine has been tuned to generate maximum torque of 300lb ft/3000rpm.

The 5-speed transmission used on the RS and GT derives from the close-ratio competition gearbox but has a revised top gear ratio for improved high-speed cruising .

Other Features
New rear springs lower vehicle height slightly, improving rear end stability (GSR and GT) and allowing the Super AYC to operate more effectively and improve steering response (GSR).

Features retained on Evolution IX include:

Evolution's well-proven lightweight and high rigidity body featuring the aluminum roof panel pioneered on Evolution VIII MR (all grades); jointly-developed Bilstein hi-response shock absorbers (GSR and GT); Mitsubishi's ACD + Super AYC + Sports ABS electronically controlled all-wheel control system (GSR); and Brembo ventilated disc brakes (GSR and GT)

Key

1) Mitsubishi Innovative Valve timing Electronic Control system

2) ACD (Active Center Differential) - The ACD incorporates an electronically controlled hydraulic multi-plate clutch. An ECU optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states. The result is improved steering response together with better traction. ACD provides three modes — Tarmac / Gravel / Snow — to enable quicker control response for changes in road surface. A single ECU provides integrated management of both ACD and Super AYC components.

3) Super AYC (Active Yaw Control) - Mitsubishi's Active Yaw Control system uses a torque-transfer mechanism in the rear differential. Under ECU control, the system operates to raise cornering performance by transferring torque between the rear wheels as dictated by driving conditions and so control the yaw moment acting on the car body. In an evolutionary step, switching from the use of a bevel to a planetary gear differential gave Super AYC the ability to transfer almost twice the torque between the rear wheels. As well as reducing understeer further, it delivers LSD-level traction. The use of a single ECU to integrally manage Super AYC with the ACD results in a synergism that makes both components operate more effectively than if they were under independent control.

4) Sport ABS braking - The system ECU uses information from a steering angle sensor that detects steering inputs as well as from lateral G and vehicle speed sensors to apportion pressure to each of the four wheels independently. The result is improved steering response under braking. Mitsubishi's Electronic Brake Force Distribution (EBD) system, integral with Sports ABS, optimizes allocation of braking force between the front and rear wheels. Increasing the pressure applied to the rear wheels when braking close to the limit, EBD reduces the load on the front wheels to realize better anti-fade performance. The system also compensates for changes in surface and vehicle load conditions to ensure predictable and consistent stopping performance at all times
 
CT9A 2005 Evo IX Wagon

Lancer Evolution Wagon marries the awesome dynamic performance of the Lancer Evolution IX high-performance 4WD sedan, which employs Mitsubishi's advanced and proprietary All Wheel Control (AWC) traction and stability enhancing technology, with the utility-enhancing luggage compartment of the Lancer Wagon. Lancer Evolution Wagon will only be available at MMC affiliated dealerships throughout Japan.

Lancer Evolution Wagon is the first station wagon model in the Lancer Evolution series. Derived from the Lancer Evolution IX sedan launched in March 2005, Lancer Evolution Wagon uses the body side panels and roof panel from the Lancer Wagon with reinforcements mainly focused on the rear end to create a lightweight and very stiff station wagon body. The powertrain mates a 2.0-litre intercooler-turbocharged engine to an electronically controlled 4WD driveline to realize unparalleled vehicle dynamics for a station wagon.

Lancer Evolution Wagon is offered in two grades. The GT uses a 6-speed manual transmission to deliver the ultimate in sporty driving pleasure. The 5-speed automatic transmission GT-A brings full-spectrum driving pleasure, combining the sporty performance of the GT with the convenience of an automatic. Lancer Evolution Wagon is to be produced in a limited run of 2,500 (GT and GT-A combined total), with production due to cease at the end of December this year.

Lancer Evolution Wagon Exterior

The design melds together Lancer Evolution IX's aggressive front end styling and Lancer Wagon's squarish rear end. Rear blister fenders and a rear bumper that take their design cues from Evolution IX are used to give Evolution Wagon a low-&-wide look.

Brilliant chrome headlamp extensions enhance the overall quality look. A chrome "LANCER Evolution" logo at the bottom left of the rear gate together with air outlet-look quarter lower garnish on the rear blister fenders identify Evolution Wagon's tail.

Interior

Lancer Evolution Wagon's interior is distinguished from Evolution IX by the use of a chrome finish for the air vent controls and door handles to lend a slightly classier touch to the interior.

Both grades use the same Momo steering wheel as Evolution IX. GT also shares the alloy accelerator, brake and clutch pedals used on its sedan cousin. GT-A uses the same accelerator pedal but has a slightly larger alloy brake pedal.

Lancer Evolution Wagon models are fitted with Recaro full bucket front seats upholstered with a combination of non-slip coated fabric, comfortable Alcantara suede and genuine leather. The thigh bolsters are lower than on Evolution IX to facilitate easy entry and exit while still providing optimum location and hold. The rear seat uses the same 60/40 split back configuration as the Lancer Wagon but features Alcantara suede back and squab facings with protein leather on the side bolsters. The rear seat back has 5 reclining settings for greater occupant comfort.

Measuring VDA 530-litres (5 occupants, luggage tonneau cover not deployed), the luggage compartment is slightly smaller than in Lancer Wagon. The 60/40 split rear seatback, roll-up tonneau cover, 3-section luggage compartment underbox, four securing hooks and accessory power socket together yield a high-utility and easy-to-use luggage compartment.

Powertrain

The GT grade uses the latest 4G63-type MIVEC intercooler-turbocharged engine mated to a 6-speed manual transmission to generate flat and wide torque with excellent response at all engine speeds. Producing maximum output of 280 bhp at 6500 rpm and 289 lb-ft at 3000 rpm of torque, the engine gives Evolution Wagon performance that is unmatched in the station wagon category. The GT-A powertrain mates the 4G63-type intercooler-turbocharged engine, with its smaller turbocharger giving outstanding low-end and mid-range torque and response, to a 5-speed automatic transmission. The power unit generates maximum output of 272 bhp at 6500 rpm and 253 lb-ft at 3000 rpm of torque to deliver top ranking performance for an automatic model
 
CT9A 2005 Evo IX MR

Tokyo, August 29, 2006 Mitsubishi Motors Corporation (MMC) today announced that the Lancer Evolution IX MR high-performance 4WD sports sedan (GSR/RS) and the Lancer Evolution Wagon MR high-performance 4WD sports wagon (GT/GT-A) go on sale at affiliated dealerships throughout Japan on August 29, 2006. The MR designation is an abbreviation for Mitsubishi Racing, and is restricted to the most prominent sports model in Mitsubishi's line-up. The new models are the second group of MR models released by MMC; the first being the Lancer Evolution VIII MR launched in February 2004. Tax inclusive prices range from 2,856,000yen to 3,622,500yen for Lancer Evolution IX MR (GSR/RS), and from 3,412,500yen to 3,486,000yen for Lancer Evolution Wagon MR (GT/GT-A).

The new models mark the 14th iteration of the series that began with the Lancer Evolution in October 1992. The sedan and station wagon are third-generation compilation models and are designed with a focus on on-road sports driving. They will also be the last models to use the famed 4G63 2L DOHC intercooled turbo engine. The current engine incorporates new improvements to the turbocharger and other areas to enhance response, teamed with Eibach springs and Bilstein shock absorbers used on earlier models to produce a package that includes tuning to lower the ride height. The Super AYC*1 control system is also tuned to give a sportier feeling, achieving superb handling performance that is particularly faithful to driver input in on-road sports driving. This advances the all-wheel-control (AWC) concept, delivering intuitive steering combined with outstanding stability.

The Lancer Evolution IX MR is available in two grades: the GSR, with a 6-speed manual gearbox designed for excellence in everyday driving as well in sports driving; and the RS, which has a 5-speed manual gearbox and is stripped down for motorsport competition. The Lancer Evolution Wagon MR also has two grades. The GT is equipped with a 6-speed manual gearbox enabling the driver to enjoy sports driving to the fullest. The GT-A has a 5-speed automatic gearbox with sports mode to provide flexibility in a wide range of scenarios from easy driving to sport driving

*1 Super AYC (Active Yaw Control)

Mitsubishi's Active Yaw Control system uses electronic control to transfer torque between the rear wheels while maintaining drive equally to both wheels, thereby controlling the yaw moment acting on the car body. Road conditions are sensed from handling, lateral G forces, etc., and drive is actively allocated to left or right rear wheels through a planetary gear and acceleration/reduction gear mechanism.
The control acts as a limited-slip diff to enhance traction and deliver high cornering performance.

Product features

(1) Lancer Evolution IX MR (GSR/RS)

1) Engine
- Apart from optimizing the MIVEC*2 continuously variable valve timing system, engine response has been improved by changing the material used for the turbocharger's turbine wheel from Inconel (a nickel-chrome alloy) to a titanium-aluminum alloy and reducing the compressor wheel inlet diameter. Maximum power and maximum torque figures are unchanged, but the new design gives greater dynamic performance in terms of off-the-line acceleration.
Note: The Lancer Evolution IX had a high-performance turbocharger fitted as standard, combining a titanium-aluminum alloy turbine wheel with a magnesium alloy compressor wheel. This is available as a factory option on the new GSR and RS models.

- Unchanged from earlier models, maximum power is 206 kW (280 PS) at 6,500 rpm, and maximum torque is 400 Nm (40.8 kg-m) at 3,000 rpm for the 6-speed M/T GSR, and 407 Nm (41.5 kg-m) at 3,000 rpm for the RS, which is designed as a base model for competitive motorsport and has a 5-speed manual transmission.
- Japanese 10-15 mode fuel consumption performance is 10.0 km/L for the GSR and 9.9 km/L for the RS. Both are compliant with 2000 exhaust emissions regulations.

*2 MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)

MIVEC continuously varies inlet valve timing to suit engine speed and load and provide high performance throughout the RPM range. A hydraulic mechanism incorporated in the inlet camshaft side sprocket advances or retards the phase of the inlet camshaft linked to the sprocket to control inlet valve timing. In addition to raising engine output by enhancing charging efficiency at high engine speeds, the system stabilizes combustion at low engine speeds, improving both fuel consumption and emissions performance.

2) Chassis
- Flexible Eibach coil springs give higher spring rates than those utilized on earlier models. These are combined with Bilstein shock absorbers to optimize damping characteristics and provide unruffled behavior and excellent road hugging characteristics, ensuring well-behaved handling that faithfully follows the driver's inputs. Ride height is lowered by approximately 10 mm (optional on RS), enhancing both vehicle stability and cornering performance.
- In conjunction with the suspension improvements, the Super AYC system that provides electronic control for the 4WD system has been tuned to a more sporty orientation. The amount of drive power that can be shifted between the right and left rear wheels has been increased by approximately 10%, achieving further enhancements of on-road turning performance without feeling unnatural. Coupled with the suspension tuning, traction performance has been enhanced to better cope with inside rear wheel lift (through high-speed turns) or differing road conditions for right and left wheels.

3) Exterior
- The front air dam has been extended slightly on the left and right sides, which reduces the flow of air under the car, while reducing air resistance and further reducing front lift. The concave shapes on the air dam's left and right sides are designed to take airflow away from the sides of the vehicle, eliminating the accumulation of air in the wheel houses.
- The GSR is available in four body colors: Cool Silver Metallic, White Pearl, Medium Purplish Gray Mica, and Solid Red. The RS is available in two colors: Solid White and Solid Red.
- The GSR is fitted as standard with Enkei 17-inch lightweight aluminum wheels, the same size as used on earlier models, but in a lighter shade of silver. As a factory option, both the GSR and RS can be ordered with BBS 17-inch lightweight cast aluminum wheels, which are painted in Diamond Black Clear with a new metallic texture that enhances the premium impression.
- Privacy glass is fitted as standard to the rear doors and rear windows. (GSR only.)
- The MR emblem is emblazoned on the trunk lid in glossy red.

4) Interior
- The instrument panel ornaments and center panel are painted in Piano Black that gives a real sense of depth, producing a premium impression. The inner door handles and air vent knobs are painted with a metallic plating finish. (GSR only.)
- Aluminum scuff protectors with "LANCER Evolution" markings are fitted to the floor of the door openings. (GSR only.)
- Front seats are full bucket seats by Recaro, trimmed in a combination of Alcantara and genuine leather, with red stitching added to provide accents. The rear seats in Alcantara and protein leather have same red stitching added for consistency. (For RS, red stitching is optional on front seats; rear-seat red stitching not available.)
- Six speakers (with wiring harness) are fitted as standard. (GSR only.)
 
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