Thursday, April 5, 2007

2008 Mitsubishi Lancer

Mitsubishi Introduces All-New 2008 Lancer Compact Sport Sedan

Mitsubishi Motors North America (MMNA) has introduced the all-new, 2008 Lancer compact sport sedan, delivering driven-to-thrill dynamics, 'class-up' value, advanced safety and available cutting-edge user-technology in an aggressively styled package. The new-generation Lancer models arrive in Mitsubishi dealerships in early 2007.
The 2008 Lancer brings the bold, dynamic lines of the show-stopping Mitsubishi Concept-X to the showroom. First shown in 2005, the stunning Concept X previewed not only the next generation Mitsubishi compact sport sedan, but also a new design language to convey an unmistakable brand identity. A 'shark-nosed' front end inspired by jet fighter air intakes, a distinct wedge-like profile and crisp, taut lines highlight the Lancer's exciting new design.

The 2008 Lancer is based on a new performance-engineered global platform that also forms the foundation of the all-new Mitsubishi Outlander SUV and will underpin the next-generation high-performance Lancer Evolution model. Lancer's comprehensive safety package provides seven standard air bags, including the first driver's knee air bag in a Mitsubishi model.

The new-generation Lancer's standard new 2.0-liter DOHC MIVEC 4-cylinder engine is among the most powerful standard engines in its segment, with 152 hp at 6,000 rpm (Federal Tier 2, Bin 5 emissions) and 146 lb.-ft. of peak torque at 4,250 rpm. (For California, Lancer is PZEV-certified and offers 143 horsepower at 6,000 rpm and 143 lb.-ft. of peak torque at 4,250 rpm.)

The 2008 Mitsubishi Lancer is available in three levels of trim and driving dynamics: DE, ES and the sport-tuned GTS. The Lancer ES model projects a refined appearance with 5-spoke 16-in. alloy wheels, color-keyed door handles and mirrors and a chrome grille surround. The GTS's styling is even more aggressive than on other Lancer models, with 10-spoke 18-in. alloy wheels, front and side air dams, standard fog lights, a rear spoiler and a chrome tailpipe tip.

Year: 2008
Make: Mitsubishi
Model: Lancer
Engine Location: Front
Introduced At: 2007 North American International Auto Show
Engine Configuration: I
Cylinders: 4
Engine: MIVEC
Aspiration/Induction: Normal
Displacement: 2.00 L 122 cu in. 1999.6 cc.
Valvetrain: DOHC
Horsepower: 152.00 HP (111.9 KW) @ 6000.00 RPM
Torque: 146.00 Ft-Lbs (198 NM) @ 4250.00 RPM
HP / Liter: 76.0 BHP / Liter
Fuel Type: Gasoline - Petrol
Gears: 5
Transmission: Manual
Passenger Volume: 94.801 cu. ft.
Seating Capacity: 5
Doors: 4
Exterior Width: 69.401 in 1762.8 mm.
Wheelbase: 103.701 in 2634 mm.
Front Track: 60.201 in 1529.1 mm.
Rear Track: 60.201 in 1529.1 mm.
Front Brake Size: 11.601 in 294.7 mm.
Rear Brake Size: 11.901 in 302.3 mm.
Tires: 205/60 R16
Wheels: 5-spoke 16-in. alloy
Source: Mitsubishi

Sunday, April 1, 2007

Mitsubishi EVO IX - Incremental changes, Incremental improvements

The current generation of Mitsubishi's Lancer Evolution is a highly refined package. Its 4G63 engine has been around for 17 years in the U.S. market and has seen use in every EVO. The chassis, in its current form, has been around since the EVO VII model in 2002. The point here is that stamping the number nine on the back of the next EVO produces serious expectations in the minds of the EVO loyal. So the new car better come with improved performance.

Thankfully, it does.

The most significant change is added power. Mitsubishi increased output to 286 hp and 289 lb-ft of torque. That's an increase of 10 hp and 3 lb-ft, respectively. The newfound power is courtesy of Mitsubishi's MIVEC variable valve timing and an updated turbocharger.

The only practical technology Mitsubishi has left to apply to the 4G63 finally sees the light of day in the EVO IX. MIVEC (Mitsubishi Innovative Valve timing and lift Electronic Control), ironically, controls only valve timing (not lift) in the version used on the EVO IX. Valve timing is altered using a variable-area cam sprocket actuated by an oil control valve.

The other significant change is to the turbocharger. Mitsubishi retains the twin-scroll design used on previous EVOs but has increased the compressor cover diffuser diameter to further improve boost response. Mitsu claims this change nets a five-percent improvement in boost response over the entire rev range. For those of you who speak Mitsubishi, the new turbo is a TD05HR-16G6C-10.5T. The EVO IX's ECU allows it to pump 20.1 psi of boost at 3500 rpm and 16 psi at redline.

With the exception of a higher first and lower third, fourth and fifth gears in the five-speed transmission (used in the EVO and EVO RS), all three models will retain identical drivetrains to their respective '05 EVO VIII versions. The MR will also keep the same six-speed gearbox it had in the EVO VIII. Every EVO will also retain the active center differential, front helical limited slip and rear 1.5-way clutch-type limited-slip differential.

Updated EVO-specific Enkei wheels replace the current base EVO's forged Enkeis. The new split five-spoke design is slightly lighter for a total weight savings of 1.3 pounds. EVO MR will keep the same sexy forged BBS wheels in EVO IX trim.Suspension calibrations between EVO VIII and EVO IX remain unchanged. The EVO MR retains its superb Bilstein dampers.

Aesthetic changes include a new nose with nostril intakes on either side of the main grille opening. These nostrils alone aren't all that functional, but the front air dam extension on the underside of the nose is. This small piece of rubber, which stretches the width of the car, expands the low-pressure area underneath. There's also a Gurney flap on the back of the rear wing that increases downforce by accelerating flow velocity under the wing. Bounce that tidbit off the next import hater who hassles you about the size of your wing and you're sure to get your ass kicked.

Mitsubishi might save you the trouble since the product planners haven't decided if these pieces will be standard on every EVO IX or sold only as accessories through dealers.

Interior changes are minor: new aluminum pedals, black spokes on the MOMO steering wheel, carbon-look instrument panel surrounds and the same bitchin' Recaro buckets, now covered in Alcantara with leather bolsters.

Punishing the EVO IX on the Ultimate EVO Proving Grounds

In case these photos aren't proof enough, number nine is an Evolution in every sense of the word. To prove this, Mitsubishi allowed us the opportunity to sample version IX at its Okazaki proving grounds-the same track that has been used to tune every EVO since number two. Okazaki is, to put it mildly, EVO heaven.

In utilitarian Japanese style, the handling course is small and tight. But it's covered with features that clearly contribute to the EVO's dynamic character. Midcorner bumps, racetrack-style curbs and jumps (Yes, jumps. Two of them.) create a fantastic combination of obstacles. Luckily, all this only serves to enhance the EVO experience. The suspension calibration is identical between last year's and this year's cars so it follows that their behavior is the same mix of near-perfect handling and superb ride which we love about the EVO. Since even the tires are the same, any attempt to discern a difference in handling alone is pointless.

However, even our not-so-highly calibrated asses noticed the power increase. In fact, combine the added power with the lower gearing in the five-speed and the improvement isn't so subtle. The standard car pulls harder out of third-gear corners than it did before. But both cars are assassins on a tight course like this.

The subtle off-throttle rotation is still there and the active center diff makes the new cornering attitude stick the same as in the '05 cars-right up to the limit of the front tires. Even the best chassis in the world will kill its front tires if you hamfist the controls. We'll take our EVO IX with an aftermarket rear anti-roll bar and some even stickier tires, thank you very much.

We doubt the power increase will be realized in any significant acceleration performance gains. In fact, we'll predict another 13.3-second quarter mile at just more than 100 mph. There are too many variables at work in the launch for a 10-hp gain to produce a substantial reduction in e.t. And the 5500-rpm launch rev limiter remains in effect on the EVO IX.

Mitsubishi tells us the new aero parts allow the EVO zero-lift but refuses to say at what speed this happens. Even so, at 130 mph around Okazaki's 1.5-mile banked oval, the car felt the same to us, which is good. Its high-speed stability has always been confidence inspiring and we have even more reason to trust it now.Bottom line, the EVO IX is better. The improvements aren't huge, but neither is the price increase-Mitsu estimates a $500 premium over the '05 cars across the board. So our favorite sport compact car two years running looks like it's got a good chance of keeping that title another year.

Story written by: Josh Jacquot
Photographs by: courtesy of Mitsubishi Motors

Saturday, March 31, 2007

Evo vs. Subaru

Old School Rules - Subaru Impreza vs Mitsubishi Evolution
Does Four Times The Price Mean Four Times Better?

Not everyone can afford the 35 large required to buy a new road-going rally car from Mitsubishi or Subaru. But almost anyone can afford to buy a used Subaru Impreza GC8. And the best used GC8 has to be the 2.5 RS. It weighs over 430 pounds less than its modern day equivalents. It has all-wheel drive and its Japanese cousin came with a turbocharged engine that put out more than 276bhp.

The more numbers we plug in, the more curious we become. Available for around $7000-$8000 at the time of writing, we wondered what the $25,000 premium of a new car was really worth. We had to find out. Mitsubishi graciously supplied us with a brand spankin' new Evo IX MR, but the challenge would be finding a clean Impreza 2.5 RS. We eventually found Pirouz Sichani from Dynamic Power Solutions in Maryland, who had a 2.5 RS that was pristine enough to eat off. He bought the car new in 1999 and has been wrenching on it ever since.

Sichani's Impreza is no ordinary 2.5. With the same displacement as stock, the car uses an EJ257 swap with a custom Turbonetics T3/T4OB turbo kit. According to Sichani, the car is capable of about 320 wheel-hp. That's a lot of power for a car weighing less than 2900 pounds. Often mistaken for a standard 2.5 RS, Sichani reports that many overly-anxious 350Z owners get a big surprise when they try to intimidate this car.

To even out the playing field a little, we've thrown in a lightly modified Evo VIII from It represents a good example of how a few careful modifications fit together to achieve a well balanced car; nothing is over the top. The guys at claim this Evo dynos at 352 wheel-hp, making it the hardest hitter of the bunch by a reasonable margin.

Initially, we wanted to put the cars on an autocross course, but bad weather foiled that plan. No matter, all three cars are better geared for track duty than the tight coned corners of an autocross anyway. As it turns out, we get some track time at Carolina Motorsports Park in Kershaw, South Carolina, for a full day of testing. As an added bonus, the interim between cancelled autocross and eventual track day allows us to get a feel for the cars as daily drivers.

The giant front-mount intercooler sitting immediately above the aggressive Chargespeed front lip makes the intentions of this particular 2.5 RS perfectly clear. While the lip speaks volumes, it's a pain in the ass to baby out of parking lots and over speedbumps. The version five STI wing with rear bumper spoiler pieces from the (extremely) limited edition 22B also help make the car look authentic-and predatory.

On the street, the spring rates of the Prodrive P1 suspension are low enough to soak up any bumps, but the Subaru still feels distinctly 'modified car'. With upgraded front calipers and rotors from the much-vaunted 22B, the 2.5 has no trouble stopping. What we don't like are the large donuts for tires (225/50 Kumho Ecsta MX) mounted on a stock set of 16-inch wheels. With a slightly thinner sidewall, turn-in could be markedly improved.

The steering isn't as a precise as the two Evos. Granted, the Subaru is about seven years old, but the high level of power assistance makes the steering feel more Cadillac than performance car. The second issue is the clutch. Anything aftermarket will take some getting used to, but for some reason the clutch doesn't disengage very easily. It's difficult to get consistently smooth shifts, which can be frustrating on the daily drive. With some acclimatization, this issue might be resolved.

The 2.5 RS takes to the track like a kid to video games; unbelievable fun to pitch into the tighter sections of the course and use the turbo to blast out. With all the low end torque available, the car seems to build a greater amount of exit speed than the Evos. The power is there throughout the day and never backs off, netting the little Sube a 2.00:12 final time, despite the relatively dinky rubber.

We experience a fair amount of nose-dive under braking, which could be attributed to the same soft springs that are such a joy on the road. With each progressive lap, the brakes start to fade, finally requiring a quick cool-down in the pits. State-of-the-art technology from 1999 is seven years old in 2006. Brakes and suspension are the issues clouding the car, track-wise. Otherwise, it has a lot of potential and could easily be a great weekend track machine and workday wonder.

The suspension and power makes the bone stock Evo IX easy to drive and well-mannered on the street. Driving around town, the upgraded Bilstein suspension of the MR does a good job of smoothing out bumps and dips. On power delivery, Mitsubishi claims the new IX has a slight torque increase within the lower rev zone. The butt dyno confirms this from as little as 2500rpm when compared to the Evo VIII. Once past 6500rpm, though, the power seems to flatten out.

The suspension and power makes the bone stock Evo IX easy to drive and well-mannered on the street. Driving around town, the upgraded Bilstein suspension of the MR does a good job of smoothing out bumps and dips. On power delivery, Mitsubishi claims the new IX has a slight torque increase within the lower rev zone. The butt dyno confirms this from as little as 2500rpm when compared to the Evo VIII. Once past 6500rpm, though, the power seems to flatten out.

The suspension modifications and aggressive wheel/tire package on the VIII stand in clear contrast to the untainted lines of the stock Evo IX. The VIII looks aggressive yet simple, with its unreasonably wide Nitto NT01 tires (275/35) mounted on SSIX 18x9-inch wheels. After driving around for a couple of days, it is clear that, while a relatively tame package, this car has sacrificed some of its daily driveability for ultimate speed.

With the combination of a lowered front anti-roll bar (spacers have been added to allow clearance for the Vishnu Performance downpipe) and lowered suspension, the VIII is extremely difficult to drive on uneven pavement. Even when using caution, the low-hanging metal bits too often produce nasty scraping noises that ring through the cockpit.

Not all is lost to modification, though. It has the best power delivery and manages to create more than a few buttcheek-clenching moments during takeoff on the street. The upgraded Ohlins coilover setup with Hyper Coil springs isn't as harsh as expected compared to the Bilsteins of the IX. The shocks make short(ish) work of most pavement imperfections, even with a 650-pound spring rate in the rear and a 550-pound rate up front.

Stock Brembo calipers are paired with two-piece GiroDisk rotors and mated with a set of Ferodo DS2500 pads front and rear. The setup results in powerful and consistent braking that exhibits no fade during heated mountain runs.

On track, the metamorphosis from street car to roller coaster ride takes place. We're pinned to the seat during acceleration, hanging from the seatbelt during braking and cutting into side bolsters during cornering. This is an animal. The modified Mitsu squeezes out 1.56:47, a massive six seconds faster than the out-of-the-box Evo IX MR.

With the combination of moderate driveability on the street and demonic track performance, the Evo VIII impresses all who sit behind its aluminum wheel. Priced between the two other cars, it seems to offer more than either, without the need to change a thing. The 2.5 RS, by comparison, requires some alteration in the suspension and braking department to be a chart topper in such tough company. It would even benefit from a quicker steering rack, but then we're missing the point of buying the budget car in the first place. The Evo IX MR is, well, an Evo IX MR. An awesome car, but just too expensive this time.

Why Evo IX?

2007 Mitsubishi Evolution IX MR

The 2.0-liter engine still delivers 286 horsepower, but a modified turbo spools up quicker than before.

Even if you drive like a hooligan, the revised Evo IX keeps scrambling for traction

Sticky Yokohama tires on forged-aluminum wheels plus Brembo brakes help keep you out of trouble.

Black interior affords a businesslike office in which to work, but creature comforts aren't part of the program.

MR Edition is the only Evo with a six-speed transmission, offering close-ratio 5th and 6th gears for high-speed driving.

Altered yaw-control unit dials in more torque to the outside rear wheel, helping the car to quickly pivot into the corner.

There might be a lot of drama on the outside, but all-wheel drive takes the drama out of the cockpit.

Sticky tires, all-wheel drive and limited-slip differentials help the Evo IX slice past apexes straight and true.

Photos by: Paul Hansen

Evo X - The Future

Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Mitsubishi Concept-X.

It is said to be put into production by mid 2007.The Mitsubishi Lancer Evolution X will feature a completely redesigned chassis and computer system. It will boast a new all wheel drive system that will control braking, throttle input, and real-time suspension adjustment (all together called S-AWC, or Super All Wheel control) simultaneously with the Active Center Differential. The S-AWC uses torque vectoring to send different amount of torque to any wheel at any given time. It will also feature an automatic six speed double-clutch transmission with steering-mounted magnesium alloy shift paddles.

Mitsubishi debuted the Prototype-X concept at the 2007 North American International Auto Show (NAIAS) in Detroit, Michigan, USA. There is speculation among the press that the concept is in fact a lightly disguised Lancer Evolution X, and the production model will have minimal differences at most. The Prototype-X also comes with Active Yaw Control (AYC) rear differential, and Active Skid Control (ASC).

The production version of Prototype-X is expected to begin production in November 2007. It is also the first time a Lancer Evolution is ever sold in Canada

Evo IX - The Present

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month.The 2.0 L 4G63 engine now gets MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 ft·lbf. WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 horsepower.

The USDM Lancer Evolution IX models (RS, SE, MR) vary in their performance capabilities. Subtleties unique to each model account for variations in acceleration, handling and top speed. The RS excludes options standard on the IX & MR (power windows and locks, rear wiper, rear spoilers, trunk interior and trunk insulation). These weight savings of over 60 lb give the RS a subtly sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX on an identical course. However, the top-end MR does not lose significant performance, as the MR's 6th forward gear allows it to reach 165 mph at 7,000 rpm compared to 157 mph at 7,000 rpm in 5th for the RS and middle-positioned IX models. (Note: Data relevant to U.S. model specifications)

The IX MR retains the features of the Evolution VIII MR like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models still sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 include a closer gear ratio for the 5-speed transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model, HID headlights are no longer standard on the base IX (nor on the 2005 VIII neither), and are available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

Three trims are available for Japan, Asia and Europe. Although all models use the same 286 hp (213 kW) engine, the torque differs from one model to another. The GSR produces 295 ft·lbf (400 N·m) of torque while the RS and GT produce 300 ft·lbf (407 N·m).

  • RS - revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available
  • GT - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
  • GSR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR)

In the United Kingdom, the Evolution IX uses a different model scheme based on the cars horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp respectively. An FQ-360 model has subsequently been released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produces less horsepower than its predecessor, it has more torque at 363lb ft at 3200 rpm - 8lb ft more than the FQ-400. All four models are designed to run on super unleaded petrol only.

  • FQ-300, 320, 340 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
  • FQ-360 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only
All four models are available in the US. All models use the same 286 hp (213 kW) engine. All models use a front and rear Limited Slip Differential, and an Active Center Differential.

  • Standard - revised 5-speed, standard model
  • RS - revised 5-speed, aluminum roof, gauge pack, minimal interior
  • SE - Special Edition, aluminum roof/hood, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats
  • MR - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

To the standard (or "GSR") model, the Sun, Sound and Leather package adds a power sunroof, HID xenon headlamps with integrated fog lights, slightly upgraded speakers, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, slightly revised center armrests front and rear, and separate rear headrests. This model deletes the GSR's headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon will be released in Japan soon after the sedan's debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models will be introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior is the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel engines use a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this is a lighter engine which translates into lower unsprung weight in a system where the engines are mounted in the wheels. Each in-wheel engine produces a power output of 68 hp, thus giving a combined output of 272 hp, comparable to that of regular, gas powered Lancer Evolutions. The car subsequently competed in the Shikoku EV (Electric Vehicle) Rally 2005.

Ninth generation
Production: March 2005 - 2007
Engine: Cast Iron Inline-4
Position: Front, Transverse
Aspiration: Twin Scroll Turbocharger Intercooler
Valvetrain: DOHC, 4 Valves per Cyl MIVEC VVT
Fuel feed: Electronic Fuel Injection
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.8:1
Power: 213.3 kw / 286 bhp @ 6500 rpm
Hp per litre: 143.21 bhp per litre
Bhp/weight: 191.95 bhp per weight
Torque: 289 ft lbs @ 3500 rpm
Redline: 7000
Drive wheels: Full Time 4WD active Center Differential, Front Limited Slip, Rear Mechincal Limited Slip
Body / frame Unit: Steel
Front brakes: Brembro Discs 4-Piston Calipers, ABS, EBD
F brake size: 12.6 in
Rear brakes: Brembro Discs Twin-Piston Calipers, ABS, EBD
r brake size: 12 in
Front wheels: 17 x 8 in
Rear wheels: 17 x 8 in
Front tire size: P235/45R17
Rear tire size: P235/45R17
Steering Rack & Pinion Power Assist
F suspension: MacPherson Struts, Bilstein Shock Absorbers, Trailing Links, Lateral Links, Stabilizer Bar
R suspension: Mulit-Link, Bilstein Shock Absorbers, Trailing Links, Lateral Links, Stabilizer Bar
Weight: 3285 lbs
Wheelbase: 103.3 in
Front track: 59.6 in
Rear track: 59.6 in
Length: 178.5 in
Width: 69.7 in
Height: 57.1 in
Transmission: 6-Speed Manual
Gear ratios: 2.909:1, 1.944:1, 1.434:1, 1.100:1, 0.868:1, 0.693:1
Final drive: 4.538:1
Top speed: 249.4 kph / 155 mph
0 - 60 mph: 4.7 seconds
0 - 100 mph: 12.7 seconds
0 - 1/4 mile: 13.5 seconds
Epa city/hwy: 19 mpg

Wednesday, March 28, 2007


The Evolution was changed again in 2003, this time sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. It was available with 280 PS (276 hp/206 kW) in three trims: standard (GSR in Japan), RS (devoid of all excess components, such as the rear wing, trunk carpeting, interior map lights, power windows/doors, and radio) and MR, which came with a new vortex generator (a set of ridges above the rear window to improve aerodynamics). Both RS and MR Editions came with a revised limited-slip front differential.

The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminum roof panel and other reductions in body weight have lowered the centre of gravity to realize more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive, to the ACD 5 + Super AYC 6 traction control and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models and used first on the Galant GTO. Other parts on the MR include BBS alloy wheels, Recaro bucket seats, Brembo brakes, and a MOMO steering wheel

In the United Kingdom, many special Evolutions were introduced, which included FQ320, FQ340, and FQ400 variants (FQ said jocularly to stand for ’Fucking Quick’). They each came with 320, 340, and 400 hp (239, 254, and 298 kW), respectively.

The FQ400, sold through Ralliart UK, produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by United Kingdom tuning firms Rampage, Owen Developments and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific output per litre of any roadcar engine. With a curb weight of around 3200 lb, it achieves a 0-60 in 3.5 seconds and a 0-100 in around 9 seconds, while costing about £47,000. BBC’s television series Top Gear demonstrated that the FQ-400 could easily keep up with a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute 24.8 seconds.

The Lancer Evolution VIII was also the first Evolution to come to the United States, spurred by the success of the
Subaru Impreza WRX which had been released there just three years prior. However, the internal components for the American versions were based largely on the specifications for the Japanese Lancer Evolution VII. No US-spec Evolution has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS model, however, does have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII’s 5-speed transmission. The MR edition was introduced to the US in 2004, the first model to sport the ACD and still (as of 2006) the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The timing and tuning are also slightly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States.

Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates, except for the MR Edition, whose endplates are painted black. The basic RS Edition does not come with a rear spoiler.

Eighth generation
Production: January 2002 - March 2005
Engine: Turbocharged 4G63 Inline-4
Position: Front, Transverse
Aspiration: Turbocharged
Valvetrain: DOHC, 4 Valves per Cyl
Fuel feed: ECI-MULTI Electronic Fuel Injection
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.8:1
Power: 271.0 bhp @ 6500 rpm
Hp per litre: 135.7 bhp per litre
Bhp/weight: 184.35 bhp per weight
Torque: 273 ft lbs @ 3500 rpm
Redline: 7000
Drive wheels: Full Time 4WD Front and Rear LSDs
Body / frame Unit: Steel
Front brakes: Vented Discs ABS
F brake size: 14 in
Rear brakes: Vented Discs ABS
R brake size: 12 in
Front wheels: 17 x 8 in
Rear wheels: 17 x 8 in
Front tire size: P235/45ZR17 Yokohama A-046
Rear tire size: P235/45ZR17 Yokohama A-046
Steering Rack & Pinion Power Assist
F suspension: MacPherson, Struts Lower Control Arms, Shock Absorbers, Coil Springs, Anti-Roll Bar
R suspension: Multi-Link, Lower Control Arms, Shock Absorbers, Coil Springs, Anti-Roll Bar
Weight: 3241 lbs
Wheelbase: 103.3 in
Front track: 59.6 in
Rear track: 59.6 in
Length: 214.0 in
Width: 69.7 in
Height: 57.1 in
Transmission: 5-Speed Manual
Gear ratios: 2.928:1, 1.950:1, 1.407:1, 1.031:1, 0.720:1
Final drive: 4.529:1
Top speed: 155.0 mph
0 - 60 mph: 5.0 seconds
0 - 100 mph: 13.0 seconds
0 - 1/4 mile: 13.3 seconds
Epa city/hwy: 21 mpg