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 www.evolutionm.net. 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 evolutionm.net 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 evolutionm.net 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

Evo VIII

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

Summary Evo I - Evo VII

This chart compares the basic specs of the different commercial Lancer Evolution models (from Evo I to Evo VII)

Evo VII

In 2001, Mitsubishi were forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 284 ft·lbf (385 N·m) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (276 hp/206 kW). Despite its civilian appearance, the Evolution VII can outrun many more expensive cars (such as the Ferrari 360 Modena, as seen in Best Motoring videos.)

The introduction of the Evolution VII also marked the first time a automatic drivetrain was included within the model line up - the GT-a. Having many design features later used in the Evolution VIII, the GT-a can be considered to be an Evolution 7.5. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-a model had the following distinguishing interior and exterior specification ; GT-a only diamond cut finish 17 inch alloy wheels, clear rear light lenses and all in one style front headlights (later used on the Evolution VIII). The GT-a had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinquishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.

Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-a interior was different in that it had chrome door handles, a different instrument panel (to show the gear selection) and chrome edges bezels around the speedo and rec counter. The GT-a also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter.

The 5-speed automatic gearbox had what Mitsubishi called 'fuzzy logic', which meant that the car would learn the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most tiptronics via steering wheel + and - buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with a very usable 272 bhp. The GT-a gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon.

Seventh generation

Production: March 2001 - January 2003

Engine: 4G63 Turbocharged Inline-4
Aspiration: Front Transverse
Valvetrain: DOHC 4 Valves / Cyl
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.8:1
Power: 280.0 bhp @ 6500 rpm
Hp per litre: 140.21 bhp per litre
Torque: 282.5 ft lbs @ 3500 rpm
Drive wheels: Front Engine / 4WD
Front brakes: Brembro Vented Discs 4 Pot Calipers, ABS & EBD
F brake size: 12.6 in
Rear brakes: Brembro Vented Discs 2 Pot Calipers, ABS & EBD
R brake size: 11.8 in
Front wheels: 17.0 x 8.0 in
Rear wheels: 17.0 x 8.0 in
Front tire size: 235/45R17
Rear tire size: 235/45R17
Steering Rack & Pinion Power Assist
Weight: 3086 lbs
Wheelbase: 103.3 in
Front track: 59.6 in
Rear track: 59.6 in
Length: 175.4 in
Width: 69.7 in
Height: 57.1 in
Transmission: W5M51 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: 111.8 mph

Evo VI

The Evo VI’s changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. Also, the Evo VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge foglights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR’s options. Another limited-edition RS was known as the RS Sprint, and was tuned by Ralliart to be lighter and more powerful with 330 hp.


Yet another special edition Evo VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi numerous WRC drivers championships. It featured Red/Black Recaro seats (with emmbosed T. Makinen logo), 17" ENKEI white wheels, a leather MOMO steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, lowered with tarmac stages in mind, a quicker lock to lock and amongst others colours, came in an exclusive shade of red with special decals, replicating Tommi Makinen’s rally car’s colour scheme. This car is also sometimes referred to as an Evo 6¹/² .


Sixth generation
Production: January 1999 - March 2001
Engine: All Aluminum, 4G63 Inline-4
Position: Front Transverse
Aspiration: Twin Scroll Turbo Intercooler
Valvetrain: DOHC, 4 Valves per Cyl
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.8:1
Power: 208.8 kw / 280.0 bhp @ 6500 rpm
Hp per litre: 140.21 bhp per litre
Bhp/weight: 205.88 bhp per weight
Redline: 7000
Drive wheels: Transverse Front Engine / 4WD
Body / frame Unit: Steel
Front brakes: Brembro Vented Discs 4-Pot Calipers, ABS
F brake size: 12.6 in
Rear brakes: Brembro Vented Discs 2-Pot Calipers, ABS
R brake size: 12.0 in
Front wheels: 17.0 x 7.5 in
Rear wheels: 17.0 x 7.5 in
Front tire size: 225/45ZR17
Rear tire size: 225/45ZR17
Steering Rack & Pinion Power Assist
F suspension: MacPherson Struts Lower Wishbones, Coil Springs, Dampers, Anti-Roll Bar
R suspension: Multi-Link Lower Wishbones, Coil Springs, Dampers, Anti-Roll Bar
Weight: 2998 lbs
Wheelbase: 98.8 in
Front track: 59.4 in
Rear track: 59.3 in
Length: 171.3 in
Width: 73.8 in
Height: 55.9 in
Transmission: 5-Speed Manual
Gear ratios: 2.785:1, 1.950:1, 1.407:1, 1.031:1, 0.761:1
Final drive: 4.529:1
Top speed: 150.0 mph
0 - 60 mph: 5.0 seconds
0 - 100 mph: 12.0 seconds
Drag: 0.36 Cd
Production: 5000

Evo V

In 1997, the WRC created a new "World Rally Car" class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January of 1998.


Many aspects of the car were changed such as: The interior was upgraded in the GSR version with a better class of Recaro seat. The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force. The track was widened by 10 mm, the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking. In addition the brake master cylinder bore increased by 0.3 mm. The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ecu was changed to include a flash rom.


Further more, the turbocharger was again improved. Torque was increased to 275 ft·lbf (373 N·m) at 3000 rpm. Power officially stayed the same, at 280 PS (276 hp/206 kW) as agreed by Japan's automotive gentlemen's agreement that all cars would have 276 or less hp, but some claim horsepower was actually somewhat higher.


Fifth generation
Production: January 1998 - January 1999
Engine: Turbocharged Inline-4
Position: Front Transverse
Aspiration: Turbocharged
Valvetrain: DOHC 4 Valves / Cyl
Fuel feed: ECI Electronic Multi-Injection
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.8:1
Power: 208.8 kw / 280 bhp @ Not Available rpm
Hp per litre: 140.21 bhp per litre
Bhp/weight: 205.88 bhp per weight
Torque: 275 ft lbs @ 3000 rpm
Drive wheels: Front Engine / 4WD
Body / frame Unit: Steel
Front brakes: Brembro Vented Discs 4-Pot Calipers
Rear brakes: Brembro Vented Discs Twin-Pot Calipers
Front tire size: 225/45ZR17
Rear tire size: 225/45ZR17
Steering Rack & Pinion Power Assist
F suspension: Mac Pherson Struts
R suspension: Multi-Link
Weight: 2998 lbs
Wheelbase: 98.8 in
Front track: 59.4 in
Rear track: 59.3 in
Length: 171.3 in
Width: 1770 mm / 69.7 in
Height: 1415 mm / 55.7 in
Transmission: 5-Speed Manual
Gear ratios: 2.785:1, 1.950:1, 1.407:1, 1.031:1, 0.761:1
Production: 6000

Evo IV

The Lancer platform was completely changed in 1996, and along with it the Evo, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were 2 versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and 16" steel wheels as these were items that would be replaced by anyone entering the car into competition events. The RS also had wind up windows, no air conditioning-just heater, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had factory thinner body panels and thinner glass! The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (276 hp/206 kW) at 6500 rpm and 260 ft·lbf (352 Nm) of torque at 3000 rpm. Mitsubishi’s new Active YAW control appeared as a factory option on the GSR model, which used steering, throttle input sensors and G sensors to computer-hydraulically controlled torque split individually to the rear wheels and as a result the 10,000 Evo IVs produced all sold quickly. The Evo IV can be distinguished by its two large foglights on the front bumper, and the newly designed tail lights on the rear, which became a standard design to Evo VI, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos - the GSR in particular due to the added technology systems- but to counter this the car produced even more power - the Weight of the RS being 2750 lbs and the GSR being 2976 lbs. This was the only model year to use the CN9A as its frame.


Fourth generation
Production: August 1996 - January 1998
Engine: 4G63 Inline 4
Position: Front Transverse
Aspiration: Turbocharger
Valvetrain: DOHC 4-Valves / Cyl
Fuel feed: Electronic Fuel Injection
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.8:1
Power: 208.8 kw / 276.0 bhp @ 6500 rpm
Hp per litre: 140.21 bhp per litre
Bhp/weight: 207.41 bhp per weight
Torque: 261 ft lbs @ 3000 rpm
Drive wheels: 4WD
Front brakes: Vented Discs 4-Pot Calipers, ABS
Rear brakes: Vented Discs Twin-Pot Calipers, ABS
Front tire size: 205/55R16
Rear tire size: 205/55R16
Steering Rack & Pinion Power Assist
F suspension: MacPherson Struts Coil Springs
R suspension: Multi-Link Coil Springs
Weight: 2976 lbs
Wheelbase: 98.8 in
Front track: 57.9 in
Rear track: 57.9 in
Length: 170.5 in
Width: 66.5 in
Height: 55.7 in
Transmission: 5-Speed Manual
Gear ratios: 2.785:1, 1.950:1, 1.407:1, 1.031:1, 0.761:1
Final drive: 4.529:1
Top speed: 180.2 kph / 112.0 mph
0 - 60 mph: 5.5 seconds
Production: 12000

Evo III

Speeds on tarmac stages were getting higher, so reducing lift and improving cooling performance became priorities in Evolution III. A larger rear wing, a front airdam with brake cooling vents, and rocker panel extensions were fitted and, you guessed it, power was up again. It arrived in January 1995 and this time the 5000 strong production run was brought up more quickly than the Evo 2. The Evo 3 looked more serious, with it’s new nose moulding (to channel air better to the radiator, intercooler, and brakes). New side skirts and rear corners, while the rear wing had grown again to reduce lift. Under the vented aluminium bonnet a new TDO5-16G6-7 Turbo, new exhaust system and increased compression brought another 10 bhp power rise, Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5speed gearbox. Interior tweaks were limited to a new Momo steering wheel (GSR only) and new fabric on the Evo 2 type Recaros. This model still uses the same frame. (CE9A)
Selling 7,000 examples from January 1995 to August 1996, Evolution III was the best-selling EVO to that date.

Third generation

Production: January 1994–August 1995

Engine: 4G63 Inline-4
Position: Front Transverse
Aspiration: Turbocharged
Valvetrain: DOHC 4 Valves / Cyl
Fuel feed: ECI Multiport Injection
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Power: 201.3 kw / 270 bhp @ 6000 rpm
Bhp per litre: 135.2 bhp per litre
Bhp/weight: 214.29 bhp per weight
Torque: 228 ft lbs @ 3000 rpm
Drive wheels: 4WD
Front tire size: 205/55R16
Rear tire size: 205/55R16
F suspension: MacPheron Struts, Coil Springs
R suspension: Multi-Link Struts, Coil Springs
Weight: 2778 lbs
Wheelbase: 98.8 in
Front track: 57.9 in
Rear track: 57.9 in
Length: 169.7 in
Width: 66.7 in
Height: 54.9 in
Production: 7000

Evo II

The successful Evo I was changed in December of 1993, and the Lancer Evolution II, built from that month to January 1995, was focused primarily on improving the handling of the EVO I. Though the same fundamental chassis was used in Evolutions I-III, EVO II brought a 10 mm increase in wheelbase accomplished by moving the front wheels forward. Vehicle track was increased at both ends to accommodate larger tires (now 205/60-15; up from 195/55-15), while longer control arms in front and a revised sway-bar mounting arrangement enhanced steering response. Aerodynamic tweaks like a front air dam and an additional rear spoiler support improved vehicle stability at higher speeds.

Mitsubishi intended to improve power output with each Evolution, and EVO II started the trend. Boost pressure was increased, higher-lift cams were fitted, and detail changes to the exhaust reduced backpressure. Power of the 4G63 was now up to 256 bhp, while torque remained unchanged at 228 lb-ft, propelling a vehicle weight of 2,750 pounds for GSR models and 2,600 pounds for RS models.

Also, Mitsubishi decided to change the frame this year to CE9A, a spin off the CD9A used in the previous edition.


Second generation
Production: January 1994–August 1995
Platform: CE9A
Engine: 4G63 Inline-4
Position: Front Transverse
Aspiration: Turbocharged
Valvetrain: DOHC, 4 Valves per Cyl
Displacement: 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.5:1
Power: 193.9 kw / 256 bhp @ Not Available rpm
Hp per litre: 130.2 bhp per litre
Bhp/weight: 208.0 bhp per weight
Torque: 228 ft lbs @ 3000 rpm
Redline: 7000
Drive wheels: 4WD
Front tire size: 205/55R16
Rear tire size: 205/55R16
Weight: 2756 lbs
Wheelbase: 98.8 in
Front track: 57.7 in
Rear track: 57.9 in
Length: 169.7 in
Width: 66.7 in
Height: 54.9 in
Production: 5000 (GSR and RS Models)

Evo I - The Start

The Evolution I was introduced in 1992 to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. The latter was a stripped-down club racing version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to save approximately 155 lb (70 kg) less than the 2730 lb (1238 kg) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 250 PS (244 hp/182 kW) at 6000 rpm and 228 ft·lbf (309 N·m) at 3000 rpm, along with all wheel drive which would become a trademark on all Evolution models. 5,000 Evolution Is were sold between 1992 and 1993.

First generation
Production: October 1992–January 1994
Platform: CD9A
Wheelbase: 2500 mm
Length: 4310 mm
Width: 1695 mm
Height: 1395 mm
Ride height: 150 mm
Front track: 1450 mm
Rear track: 1460 mm
Curb: 1170–1240 kg

Engine: All Aluminum, 4G63 Inline-4
Position: Front Transverse
Valvetrain: DOHC, 4 Valves per Cyl
Displacement: 1997 cc / 121.9 cu in
Bore: 3.35 in
Stroke: 3.46 in
Compression: 8.8:1
Power: 186.4 kw / 250 bhp
Hp per litre: 125.19 bhp per litre
Bhp/weight: 201.61 bhp per weight
Torque: 228 ft lbs @ 3000 rpm
Drive: wheels Front Engine / 4WD
Front tire size: 195/55R15
Rear tire size: 195/55R15
Weight: 2734 lbs