Mitsubishi Lancer Evolution (1992)


In my opinion, Group A WRC was the greatest ever invention by motorsport governing body FISA (later became FIA). To qualify for the category, manufacturers had to build at least 5000 road cars in similar specifications to the race cars. This created many of the world's best ever A-to-B road cars, for example, Lancia Delta Integrale, Ford Escort RS Cosworth, Toyota Celica GT4, Mitsubishi Lancer Evolution series and Subaru Impreza WRX series. Unlike the Group B cars preceding them, these cars were really road cars that you could enjoy driving every day, with perfectly acceptable comfort, build quality and practicality. That's why car lovers miss the Group A-era so much! I really wish WRC could revert to Group A spec.!

The early Lancer Evo was not as appealing as the established Lancia, Ford or Toyota, but Mitsubishi committed to its long-term development, introducing a new version every 18 months or so. By the late-1990s it became the most fearsome A-to-B road car on the planet. Eventually, 10 generations were launched in 20 years' time, making it the most popular road-going rally car ever.

Over the years, the Evo grew in size and gained sophistication gradually. Sometimes it took a larger step as it switched to a new generation Lancer platform – Evo I to III were derived from the 5th generation Lancer, Evo IV to VI from the 6th generation, Evo VII to IX from the 7th generation and Evo X was built on the 8th generation. Despite this, all bar the last one employed the evergreen 4G63 2.0 turbo engine whose history could be traced back to Lancer EX2000 Turbo in 1981. Due to the increased weight and the limitation to 2-liter capacity, its performance had been largely flat-out since Evo V, thus subsequent improvement was concentrated on handling and drivability.

The evolution of Evolution

Model
Year
Length
Width
Height
Wheelbase
Weight
Power
Torque
Tyres
Evo I
1992
4310 mm
1695 mm
1395 mm
2500 mm
1240 kg
250 hp
228 lbft
195/55R15
Evo II
1994
4310 mm
1695 mm 1420 mm
2510 mm
1250 kg
260 hp
228 lbft 205/55R16
Evo III
1995
4310 mm
1695 mm 1420 mm
2510 mm 1260 kg
270 hp
228 lbft 205/55R16
Evo IV
1996
4330 mm
1690 mm 1415 mm
2510 mm 1350 kg
280 hp
261 lbft 205/55R16
Evo V
1998
4350 mm
1770 mm
1415 mm 2510 mm 1360 kg
280 hp 275 lbft
225/45R17
Evo VI
1999
4350 mm
1770 mm
1415 mm 2510 mm 1360 kg
280 hp 275 lbft
225/45R17
Evo VII
2001
4455 mm
1770 mm
1450 mm
2625 mm
1400 kg
280 hp 282 lbft
235/45R17
Evo VIII
2003
4490 mm
1770 mm
1450 mm
2625 mm
1410 kg
280 hp 289 lbft
235/45R17
Evo IX
2005
4490 mm
1770 mm
1450 mm
2625 mm
1410 kg
280 hp 295 lbft
235/45R17
Evo X
2007
4495 mm
1810 mm
1480 mm
2650 mm
1540 kg
280/300 hp 311 lbft
245/45R18



Evo I (1992)



The earliest Lancer Evolution was launched in Oct 1992 as a limited production run of 5000 cars. Taking over Galant VR-4 as the company's rally car, it got that car's 4-wheel drive system with viscous-coupling center differential and 4G63 turbocharged 16-valve engine but enclosed in a smaller and lighter package. The engine was improved to produce even more power at 250 hp. In addition to an aluminum bonnet, close-ratio gearbox, uprated brakes, Recaro bucket seats and Momo steering wheel, the first generation was already a spectacular cannonball. Externally, it can be distinguished from the regular Lancer by its extra aero kit, a pronounced bonnet and larger air intakes.

Compare with the contemporary Lancia Delta Integrale Evo, the Mitsubishi was 110 kilograms lighter yet boosted 40 more horsepower. It was believed to be capable of sprinting from 0-60 mph in just over 5 seconds, which was nearly supercar performance in those days! What a pity its sales was restricted to Japan.

Evo II (1994)



Evo II was launched in Jan 1994. Its production was again limited to 5000 cars. While it didn't look markedly different from the original, it adopted a number of modifications: the engine was tuned to 260 hp without affecting torque delivery; the chassis was stiffened by 30 percent; the suspensions were retuned to improve handling; wider tires and larger 16-inch wheels were adopted to enhance grip; an extra lip spoiler was added below the front bumper to improve aerodynamics. Besides, the viscous-coupling rear LSD on the old car was replaced with a mechanical type. Thanks to the improved handling, the Evo II finally brought Mitsubishi the first WRC victory in the 1995 Swedish rally.


Evo III (1995)



Evo III arrived in Feb 1995. Its engine was boosted to 270 hp at slightly higher rev, thanks to a new turbine, higher compression ratio and reduced exhaust back pressure. Moreover, its intercooler got water spray to keep high output lasting longer. Outside, its aerodynamic kits were overhauled, with deeper air dam and skirts and larger rear spoiler to cut aerodynamic lift, enlarged intakes to feed the radiators and brake ducts. These changes were proved effective in motor racing. The Evo III rally car took 5 WRC victories in 1996, bringing Tommi Makinen and Mitsubishi their first driver's title. More would come in the next few years...


Evo IV (1996)



Evo IV from Aug 1996 was based on the body of new generation Lancer. Apart from the stronger chassis, a lot effort was made to the engine and drivetrain. Racing camshaft, lighter pistons, improved induction and exhaust yielded another 10 hp and more important, 33 lbft of torque. A twin-scroll turbo reduced exhaust interferences, improving low-end response and cutting turbo lag. 0-60 mph now dropped to 4.8 seconds. Larger brakes were adopted to match the increased performance. AYC Active Yaw Control made its debut on the Evo IV. It was actually an active rear differential, helping the car to regulate understeer and oversteer. Externally, this car looked almost a rally car with its monstrous-size intakes and large fog lamps, but people liked it! 9,000 cars were built and all sold quickly.


Evo V (1998)



Debuted in Jan 1998, the Evo V was another big improvement. Its flared wheel arches accommodated wider tracks (up 40 and 35 mm front and rear, respectively) and larger 17-inch wheels shod with wider 225/45 tires. The suspension received optimized geometry, lightweight aluminum control arms and inverted dampers that lifted chassis rigidity. New brakes incorporated high-performance Brembo calipers. The AYC was further refined to reduce the understeer found on the previous generation. The new rear wing got an adjustable foil to alter downforce setting. All these significantly improved its handling.



Meanwhile, the engine got a new turbocharger and improved intercooler, lifting maximum torque from 261 to 275 lbft. While peak power was still quoted at 280 hp, or the upper limit agreed by Japanese manufacturers, the actual figure was undoubtedly higher. Road test found the Evo V was capable of 0-60 and 0-100 mph in 4.7 and 12.3 seconds, respectively. That put it ahead of many expensive performance cars of the day, including BMW M3 E36, Skyline GT-R R33, Mitsubishi's own flagship GTO and even Honda NSX. When the road got rougher and twistier, the Evo was even probably the fastest car in the world. Only the contemporary Subaru Impreza WRX STi Version IV could rival it.


Evo VI (1999)



Janurary 1999 came Evo VI. In this generation the improvement concentrated on aerodynamics as a response to the changes made to WRC regulations. In particular, the rear wing became bi-plane. Engine cooling was also enhanced, making the same power and torque more durable. RS model introduced the world's first titanium turbine to reduce turbo lag. Besides, the chassis got extra spot welds to increase rigidity while the suspension got some detailed modifications. The Evo VI was probably no faster than its predecessor, but it was undoubtedly more competitive in rally stages. It brought Makinen the fourth consecutive WRC driver's title, also the last time for the Mitsubishi rally team. Since the championship shifted from Group A production cars to more specialized WRC-spec machines, the Lancer Evolution series had lost its advantage.


While all previous Evos were bounded in Japan, a small batch of Evo VI was officially exported to the UK. When Autocar road tested it in 1999, it recorded some very exciting performance figures: 0-60 in 4.4 sec and 0-100 in 11.2 sec. It praised the car for not only lightning speed but also first-rate braking, immense traction and grip and eye-widening handling. It described the car "feels more like a fighter aircraft than it does a humble automobile in the way it slices into bends, and then sucks itself to the floor, seeming to defy the laws of physics as it goes". The only complaints were the stiff low-speed ride and a steering that was not as feelsome as a focused driver's car should. As for conclusion, the magazine said "This is a car which can swallow four adults and their luggage as effectively as any Ford Mondeo, yet one which can level with all but the fastest Ferraris in a straight line. A car that's as refined as a Nissan Primera on the motorway yet one that can out-corner and out-brake any product currently made by Lotus. Yet it's also a car that costs no more than a well specified, non M-badged BMW 3-series."

As the Evo VI was lighter and actually faster than the subsequent Evos, it was widely regarded as the best of the breed.



Evo VI Tommi Makinen edition

Jan 2000 introduced Tommi Makinen edition of Evo VI as a celebration to the driver's 4th consecutive WRC title with Mitsubishi. Cosmetic changes aside, there were some minor tweaks – the ride height was dropped 10mm (hence an even harsher ride), revised titanium turbine to improve low-end response, more engine cooling, larger-diameter exhaust and improved oil pan. A new air dam improved aerodynamics and engine cooling. The Makinen edition was usually referred to Evo 6.5. Hardcore drivers saw it as the best of the best.


Evo VII (2001)



The Evo VII that arrived in Feb 2001 switched to the new generation Lancer Cedia platform, whose wheelbase grew by 115 mm to 2625 mm, actually longer than the original Galant VR-4! It was also considerably longer and taller than the old car. Even with extensive weight reduction, the car still carried 40 kg more than before. On the positive side, the new body shell with extra spot welds displayed 50 percent higher torsional rigidity. Wider front track and more suspension travel benefited handling. The 4G63 engine received minor modifications like hollow camshafts, smaller turbine nozzle (to improve response), higher flow intercooler with water spray, a larger oil cooler and a variable back-pressure exhaust. It generated 7 more lbft of torque while officially the max power was still claimed at 280 hp. However, the most important change must be the 4WD system - now with electronic-controlled active center differential (ACD) in combination with AYC. Handling was much improved as a result. The Evo VII was slower than Evo VI in straight line, but it should be marginally quicker in the twisty.



A year later, the Evo VII was joined with a more civilized version called GT-A. It got an engine detuned to 272 hp and 253 lbft, 5-speed Invecs-II semi-automatic gearbox, milder aero kits, more luxurious interior and softer suspension in order to attract less hardcore drivers. Mitsubishi now needed more sales to justify for its development costs.


Evo VIII (2003)



As the rally campaign had switched to WRC-spec machines which had less relevance to the road car, Mitsubishi could slower the pace of the Evo's development. Generation VIII arrived 2 years after the VII in Jan 2003, yet it was not a major upgrade. Style-wise, it could be easily distinguished from the old car by a new corporate grille and an extended front overhang which reserved space for an anti-intrusion bar required by US regulations. Extra ventilation holes were opened on the front bumper to feed the larger intercooler. In addition to modified exhaust and a more efficient turbocharger, the long-serving 4G63 motor produced another 7 lbft of torque at 289 lbft. Horsepower remained at 280, but most believed the actual figure should be 310. The big news was a new 6-speed close-ratio manual gearbox, which helped the new car to recoup the performance lost in Evo VII. The AYC active yaw control was upgraded to Super AYC, using planetary gear instead of bevel gears to double the amount of torque transfer allowed between rear wheels. As a result, the Evo VIII cornered even quicker than Evo VII. It steering became even shaper, without understeer even approaching its cornering limit.

The cash-strapped Mitsubishi now wanted even more return on investment on the Evolution series. On the one hand, the Evo IX was no longer a limited production. Mitsubishi would supply as many as demand. On the other hand, it introduced a cheaper version called simply "Lancer Evolution" to the USA market. This car was 70 kg heavier due to the addition of anti-intrusion bar added to the nose. Emission regs dragged down its power to 271 hp, so it was slower than the Japanese version. Moreover, its ACD and AYC were replaced by a viscous coupling and a mechanical LSD respectively in order to save costs. More than 10,000 cars were sold in the United States.

Feb 2004 saw the release of Evo VIII MR, whose name meant "Minor Revision" – no, actually "Mitsubishi Racing". Its turbocharging system was tuned to deliver stronger high-rev output (though still quoted 280 hp) and a little more torque again. Some weight saving measures cut 10 kilos from the kerb weight. In particular, the roof was made in aluminum to lower center of gravity. Bilstein dampers improved ride a little. The ACD and AYC were reprogrammed to intrude less with ABS. Exterior remained unchanged though.


Evo IX (2005)



Another 2 years had passed and the 9th generation debuted in March 2005. This was also the last one built on the contemporary Lancer platform and with the legendary 4G63 engine. The latter gained MIVEC intake variable valve timing and, accompanied with yet another fine tuning of the turbochargying system, produced slightly more torque and a flatter torque curve. Like the previous MR, the roof was made of aluminum – this made the new MR model less significant. The rear spoiler was made of hollow carbon-fiber. Cosmetically, it abandoned the previous corporate grille and returned to a no-nonsense one. Aerodynamics was barely revised. The Evo IX was the least improved generation of all.


Evo X (2007)



When Evo X was launched in October 2007, it caused a lot of controversies. For the first time in the history of Evolution, this car was completely renewed, so new that many didn't see it as the same breed. It was built on the new Lancer / Galant Fortis platform which was considerably larger, and 130 kg heavier than Evo IX, resulting in a power-to-weight ratio actually lower than that of the first generation Evo. This hampered its straight line performance as well as agility on narrow mountain roads. The all-new 4B11 motor remained 2 liters, but it had an aluminum block and modern dual-VVT to boost maximum torque to 311 lbft. Horsepower was initially quoted as 280 hp (JIS) or 295 hp (SAE), but a year later the Japanese rating was lifted to 300 hp as Mitsubishi followed Subaru to abandon the voluntary limit. Equally new was the 6-speed SST twin-clutch gearbox, which helped recoup some performance lost to the increased weight.

On the road, the Evo X had a smoother ride thanks to its stiffer chassis, longer wheelbase and modern NVH suppression. Its handling and steering were less influenced by road irregularities and bumps. Although it wasn't as explosive or as communicative as the old car, its S-AWC (Super All-Wheel Control) system, which integrated ACD, AYC, ABS and stability control, resulted in better handling.

However, the magic of Evo had been losing since Mitsubishi withdrew from world rally championship after 2005. Without the intense competition of motorsport, the road car lost focus. It became prone to commercial considerations and far removed from its original philosophy. Group A rallying created the best generations of road cars. The demise of Group A signaled the end of a great era, even though the Lancer Evolution series sustained that flame longer than everyone else.

Specifications

Model
Lancer Evo I
Lancer Evo II
Lancer Evo III
Lancer Evo IV
Year of production
1992-93
1994-95 1995-96
1996-98
No. produced
5,000 units 5,000 units 7,000 units 9,000 units
Layout
Front-engined, 4wd
Front-engined, 4wd Front-engined, 4wd Front-engined, 4wd
L / W / H / WB (mm)
4310 / 1695 / 1395 / 2500
4310 / 1695 / 1420 / 2510 4310 / 1695 / 1420 / 2510

4330 / 1690 / 1415 / 2510

Engine
Inline-4, dohc, 4v/cyl, turbo.
Inline-4, dohc, 4v/cyl, turbo. Inline-4, dohc, 4v/cyl, turbo. Inline-4, dohc, 4v/cyl, turbo.
Capacity
1997 cc
1997 cc
1997 cc 1997 cc
Power
250 hp
260 hp
270 hp
280 hp
Torque
228 lbft
228 lbft
228 lbft
261 lbft
Gearbox
5M
5M 5M
5M
Suspensions (F/R)
Strut / multi-link
Strut / multi-link Strut / multi-link Strut / multi-link
Tires
195/55VR15
205/55VR16 205/55VR16 205/55VR16
Weight
1240 kg
1250 kg
1260 kg
1350 kg
Top speed
143 mph
147 mph
149 mph
145 mph
0-60 mph
5.1 sec
5.0 sec
4.9 sec
4.8 sec
0-100 mph
N/A
N/A N/A N/A
  
Model
Lancer Evo V
Lancer Evo VI
Lancer Evo VI Makinen
Lancer Evo VII
Year of production
1998-99
1999-2001 1999-2001 2001-03
No. produced
6,000 units 12,000 units (all variants) 2,500 units
12,000 units (all variants)
Layout
Front-engined, 4wd
Front-engined, 4wd Front-engined, 4wd Front-engined, 4wd
L / W / H / WB (mm)
4350 / 1770 / 1415 / 2510
4350 / 1770 / 1415 / 2510 4350 / 1770 / 1415 / 2510

4455 / 1770 / 1450 / 2625

Engine
Inline-4, dohc, 4v/cyl, turbo. Inline-4, dohc, 4v/cyl, turbo. Inline-4, dohc, 4v/cyl, turbo. Inline-4, dohc, 4v/cyl, turbo.
Capacity
1997 cc
1997 cc
1997 cc 1997 cc
Power
280 hp
280 hp
280 hp
280 hp
Torque
275 lbft
275 lbft
275 lbft
282 lbft
Gearbox
5M
5M 5M 5M
Suspensions (F/R)
Strut / multi-link Strut / multi-link Strut / multi-link Strut / multi-link
Tires
225/45ZR17
225/45ZR17 225/45ZR17
235/45ZR17
Weight
1360 kg
1360 kg
1360 kg
1400 kg
Top speed
147 mph*
150 mph*
150 mph
157 mph
0-60 mph
4.7 sec*
4.4 sec*
4.8 sec**
5.0 sec**
0-100 mph
12.3 sec*
11.2 sec*
13.5 sec**
13.0 sec**

Model
Lancer Evo VIII
Lancer Evo VIII MR Lancer Evo IX
Lancer Evo X
Year of production
2003-05
2004-05 2005-07 2007-13?
No. produced
5,000 units 2,500 units N/A
N/A
Layout
Front-engined, 4wd
Front-engined, 4wd Front-engined, 4wd Front-engined, 4wd
L / W / H / WB (mm)
4490 / 1770 / 1450 / 2625 4490 / 1770 / 1450 / 2625 4490 / 1770 / 1450 / 2625

4495 / 1810 / 1480 / 2650

Engine
Inline-4, dohc, 4v/cyl, turbo. Inline-4, dohc, 4v/cyl, turbo. Inline-4, dohc, 4v/cyl, VVT, turbo. Inline-4, dohc, 4v/cyl, DVVT, turbo.
Capacity
1997 cc
1997 cc
1997 cc 1998 cc
Power
280 hp
280 hp
280 hp
280 / 300 hp
Torque
289 lbft
295 lbft
295 lbft
311 lbft
Gearbox
6M
6M
6M
6-speed twin-clutch
Suspensions (F/R)
Strut / multi-link Strut / multi-link Strut / multi-link Strut / multi-link
Tires
235/45ZR17 235/45ZR17 235/45ZR17 245/45ZR18
Weight
1410 kg
1400 kg
1410 kg
1540 kg
Top speed
157 mph
157 mph
157 mph
155 mph
0-60 mph
4.8 sec*
4.7 sec
4.6 sec
5.7* / 5.2** / 5.1*** sec
0-100 mph
12.7 sec*
N/A
N/A
14.3* / 13.9** / 13.7*** sec

* Tested by Autocar
** Tested by Evo
*** Tested by R&T


Copyright© 1997-2012 by Mark Wan @ AutoZine