Mitsubishi GSR For Sale

Mitsubishi Lancer (A70) From Wikipedia, the free encyclopedia Jump to: navigation, search For a complete overview of all Lancer models, see Mitsubishi Lancer. Mitsubishi Lancer (A70) Also called Colt Lancer Chrysler (Valiant) Lancer Dodge/Plymouth Colt Dodge Lancer Production 1973.02–1979.03 (sedan) 1973.09–1985.02 (van) 1975.03–1981.07 (Celeste) Body style(s) 2-door sedan 4-door sedan 5-door wagon (van) 3-door hatchback (Celeste) Layout FR layout Platform A71A-A78A, A141A-A149V Engine(s) 1,187 cc 4G42 I4 1,238 cc 4G36 I4 1,244 cc 4G11/G11B I4 1,410 cc 4G12/G12B I4 1,439 cc 4G33/G33B I4 1,597 cc 4G32/G32B I4 1,995 cc 4G52/G52B I4 (Celeste) Wheelbase 2,340 mm (92.1 in) (sedan) Length 3,960–4,105 mm (155.9–161.6 in) Width 1,525–1,545 mm (60.0–60.8 in) Height 1,360–1,385 mm (53.5–54.5 in) Curb weight 765–900 kg (1,687–1,984 lb) Designer Shinichi Yamamura (design) Munechika Namba (engineering)[1] The Mitsubishi Lancer (A70) is the first generation version of Mitsubishi's long-running Lancer nameplate. When introduced in 1973, it filled the gap between the Minica kei car and the considerably larger Galant. It can be considered as a replacement for the Colt 11-F, last sold in 1971. Although sedan production ended in 1979, vans continued on until 1985. This Lancer also formed the basis for the Lancer Celeste sports coupé of 1975 through to 1981. These Lancers were sold under a multitude of names in different markets. Contents 1 History 1.1 1973–1976 1.2 1976–1979 2 Sedan 2.1 1600 GSR 3 Van 4 Celeste 4.1 Australia 4.2 North America 5 Specifications and timeline 6 References [edit] History [edit] 1973–1976 The Lancer A70 was launched in February 1973 in two- and four-door sedan form. It proved to be particularly successful in rallies, a claim that it retains to this day. The Lancer served to fill a gap in Mitsubishi's lineup in the small to lower-medium segment of the growing Japanese market. Twelve models were launched, ranging from a basic 1.2-litre sedan to a more powerful 1600 GSR model, successful in rallying.[2] 1974–1976 Chrysler Valiant Lancer (LA) GL sedan (Australia, A73A) There were three body styles (four if the Celeste liftback/coupé is included), two- and four-door sedans and a rarely seen five-door station wagon introduced in September 1973. In October 1975 the smallest engine was replaced by another 1.2-litre four, the 80 hp 4G36. In November, the entire engine lineup lost around eight–nine percent of its power, as a result of the stricter emissions standards for 1976. Originally, the Lancer received an OHV 1.2-litre Neptune 4G42, an OHC 1.4-litre Saturn 4G33 or the larger 1.6-litre 4G32. Power outputs were 70 horsepower (52 kW), 92 horsepower (69 kW), and 100 horsepower (75 kW) respectively for what was called A71, A72 and A73 models. The 1600 GSR, introduced in September, used two Mikuni-made twin-barrel Solex carburetors for 110 horsepower (82 kW) at 6,700 rpm. This vehicle was sold as the "Colt Lancer" in the United Kingdom, Scotland and the Republic of Ireland and other European countries. In some Latin American countries, as for example, in El Salvador, the car initially was known as the "Dodge Lancer". This reluctance to use the "Mitsubishi" brand in many export markets stemmed from a fear of buyer resistance amongst those who could still remember fighting Japanese pilots in Mitsubishi A6M Zeros. In the Australian market, the first generation models were sold under the "Chrysler Valiant Lancer" name, with approximately 11,800 units sold between 1974 and 1979.[3] The original LA series was released in September 1974 in two levels of specification, a basic two-door EL and the four-door GL sedan which offered a higher level of equipment.[4] Only one engine was offered, the 1,439 cc single cam, alloy-head four-cylinder engine rated at 68 horsepower (51 kW) at 6,300 rpm.[3] This could be paired with either an all-syncromesh four-speed manual,[3] or a three-speed automatic.[5] [edit] 1976–1979 In November 1976 the Japanese market models received a facelift, losing the previous L-shaped/upright rear lamps in favor of wide rectangular units. Front indicators were enlarged and moved, and new bigger rubber bumpers were also added, and new grilles were introduced. This generation gradually became the A140-series in Japan, reflecting the introduction of new engines. Since it kept the 4G32 engine, the GSR was referred to as an A73 until the very end in spite of having received all of the bodywork modifications. As a response to the new emissions standards taking effect in 1978, the 1.2-litre Saturn engine was replaced by the new 70 hp Orion G11B (1,244 cc) in April 1977. This was the new lean-burning MCA-Jet engine, which was added to the existing Saturn 4G33 and 4G32 engines in June. Power for these (now G33B/G32B) was reduced to 82 horsepower (61 kW) and 86 horsepower (64 kW). It was this series that emerged in the United States as the Dodge Colt for the 1977 model year ("Plymouth Colt" in Canada), taking over from a badge-engineered Mitsubishi Galant from the previous year. It was offered for one more model year before the Dodge Colt name was gradually transferred to the front wheel drive Mitsubishi Mirage. The very large safety bumpers used in the American market were added to certain models in the domestic range in March 1978 (GL Extra, GSL, GSR) as part of one last minor facelift. This facelift also introduced the larger 1.4-litre Orion engine (G12B), of 80 horsepower (60 kW). April 1977 saw the introduction of the facelift model in Australia, known locally as the LB series. This was discontinued in May 1979, having lost most of its market share to the bigger, locally built Chrysler Sigma.[5] [edit] Sedan [edit] 1600 GSR Mitsubishi Lancer 1600 GSR, Safari Rally winner 1974 The high-performance "Mitsubishi Lancer 1600 GSR" sold as the "Colt Lancer 1600 GSR" in Europe, was developed by Mitsubishi Motors to further their aspirations in off-road racing, especially the Safari Rally of Kenya. Thanks to repeated triumphs in what was the most gruelling rally in the world, it earned the nickname "King of Cars" in Africa.[6] In rally spec, the GSR produced 126 kW (171 PS; 169 hp) at 7,800 rpm and 162 N·m (119 lb·ft) at 5,500 rpm. Street versions originally developed 110 PS (81 kW), but this dropped to 100 PS (74 kW) when tighter emissions standards were introduced for 1976. After sporadic successes with the Colt and Galant rally cars in previous years, Mitsubishi decided to develop a Lancer model specifically to tackle the notorious Safari Rally. Run over 6,000 km of arduous terrain under searing equatorial temperatures, the race was regarded as the toughest in the world, and typically only one car in five which set off from the start would manage to reach the finish line in Nairobi. Mitsubishi sanctioned official factory teams for the 1974–77 events, building for itself an enviable reputation for durability when only one of thirteen cars failed to finish in those four attempts. The high point was a clean sweep of the podium places in 1976.[7] The car had previously demonstrated similar qualities in 1973, with its debut in the Australian Southern Cross Rally being rewarded with a clean sweep of the top four places. Works driver Andrew Cowan would go on to dominate this race in the '70s, winning five consecutive titles from 1972 to '76.[1] Cowan and Joginder Singh also scored a 1–2 finish for the Lancer GSR at the 1977 Rallye Bandama Côte d'Ivoire.[8] Even after production ended it remained a popular car with privateers into the 1980s. However, the decline of endurance rallying and the rise of the Group B class eventually signalled its demise. v • d • e Selected international results (factory entries only) Southern Cross Rally   1977   1977   1973 4th Kenjiro Shinozuka / Garry Connelly (1st in class) 4th Andrew Cowan / Paul White 1st Andrew Cowan / John Bryson 5th Joginder Singh / David Doig 2nd Barry Ferguson / Wayne Gregson Safari Rally 6th Davinder Singh / Chris Bates 3rd Doug Chivas / P. Meyer   1974 10th Kenjiro Shinozuka / Bob Graham 4th Joginder Singh / Garry Connelly 1st Joginder Singh / David Doig Rallye Bandama Côte d'Ivoire   1974   1975   1977 1st Andrew Cowan / John Bryson 4th Andrew Cowan / John Mitchell (1st in class) 1st Andrew Cowan / Johnstone Syer 2nd Joginder Singh / Garry Connelly 2nd Joginder Singh / Mike Doughty   1975 8th Davinder Singh / Roger Barnard 1000 Lakes Rally 1st Andrew Cowan / Fred Gocentas 10th Prem Choda / Pauru Choda   1977 2nd Barry Ferguson / L. Adcock ret (Joginder Singh / David Doig) 19th Pertti Kärhä / Seppo Siitonen (1st in class) 5th Kenjiro Shinozuka / Garry Connelly   1976   1976 1st Joginder Singh / David Doig International Safari du Zaïre 1st Andrew Cowan / John Bryson 2nd Robin Ulyate / Chris Bates   1979 2nd Barry Ferguson / N.Faulkner 3rd Andrew Cowan / Johnstone Syer 1st Jean-François Vincens / Félix Giallolacci[9] 5th Kenjiro Shinozuka / Garry Connelly 6th Kenjiro Shinozuka / Bob Graham [edit] Van Mitsubishi Lancer Wagon (Van) As there was no station wagon version of the Lancer EX, the first generation Lancer Van (wagon) continued in production for the home and select export markets until February 1985, by which time the car was conspicuously outmoded. When the 1.2-litre pushrod was replaced in 1975, Vans for the domestic market retained the old Neptune engine for an extra year, and the 1,238/1,439 cc Saturn engines weren't replaced by Orions until March 1979. The smaller Orion engined version (1.2 L A141V) continued to be available in Greece and Kenya into the eighties.[10] Wagon versions for export received updates on the same schedule as did export sedans/coupés. The domestic market vans received yet another update in October 1981, again to clean emissions. The home market vans were available in Standard (only 1200), EL, and GL trim levels.[11] European market Lancers received the 1.2, 1.4 and 1.6-litre "Saturn 80" engines, with claimed output of 55 metric horsepower (40 kW), 68 metric horsepower (50 kW), and 82 metric horsepower (60 kW) DIN (GSR). The 1.6-liter engine was reserved for the two-door version, while four-door sedans only received the 1.4. Top speeds were 150, 155, and 165 km/h.[12] [edit] Celeste In February 1975, the Lancer was complemented by a hatchback coupé called the "Mitsubishi Lancer Celeste" (A70-series). It succeeded the Galant FTO, which never did very well in the marketplace due to confusion with the Galant GTO and a too high price.[13] It was also called the "Mitsubishi Celeste" or "Colt Celeste" in some markets; and sold as the "Chrysler Lancer Coupé" in Australia, the "Dodge Lancer Celeste" in El Salvador, the "Plymouth Arrow" in the United States, and the "Dodge Arrow" in Canada. Sitting on the same 2,340 mm wheelbase as the Lancer, length was up to 4,115 mm.[14] Mitsubishi (Lancer) Celeste Pre-facelift Celeste (EU) Early Lancer Celeste (75-77) The Celeste was originally available with 1.4- and 1.6-litre options, a bigger 2.0-litre model was added later. The 1979–80 Plymouth "Fire Arrow" came with an even larger (2,555 cc) four-cylinder, but strangled by American emissions regulations it only offered 105 horsepower (78 kW),[15] no more than the Japanese market 2000 GT. Along with receiving a light facelift in July 1977, including new taillights and the cleaner (but lower powered) MCA-Jet engines, new model codes (A140-series) were introduced. There was another facelift in April 1978; square headlights and bigger, less integrated bumpers heralded the coming eighties.[16] Named accordingly, a top-of-the-line "GT System 80" version had appeared in November 1977, including every possible extra and special black and gold paintwork.[13] This was trumped by the 105 hp "2000 GT" introduced in June 1979, with a version of the 2-litre Astron engine already used in export since October 1975. Production of the Lancer Celeste ended in July 1981 and it was replaced by the front-wheel drive Cordia in early 1982. The Celeste was also assembled in Mitsubishi's Philippines factory [1] and sold in large numbers in the Philippines from Complete knock down (CKD) kits. Because of the Arrow's long, narrow, aerodynamic, lightweight design and rugged suspension, it was used extensively in various types of racing including SCCA road racing, rally and drag racing. The Arrow body design was used on pro stock and funny cars in the late 1970s by noteworthy racers such as Ray Godman, Don Prudhomme, Bob Glidden and Raymond Beadle. Facelifted 1980 Chrysler Lancer (LC; Australia) [edit] Australia The 1.6-liter Celeste was sold in Australia as the Chrysler Valiant Lancer liftback as part of the LB series from April 1977. It featured sports instrumentation and a 60-kilowatt (80 hp) version of the 4G32.[17] The final LC iteration arrived in May 1979 with a rationalised model range which saw the sedan body variant deleted. Changes were as for 1979 Celestes, comprising square headlamps, redesigned tail-lamps, plastic bumpers, interior trim upgrades, and a new five-speed manual transmission.[18] During 1981, the Chrysler was rebranded "Mitsubishi Lancer" in the Australian market,[19] lasting until August the same year.[18] The Australian cars featured had "arrow" decals on the hood and stripes on the flanks, but these were less flamboyant than on those sold in the North American market. [edit] North America Dodge Arrow GS (Canada) Chrysler introduced the "Plymouth Arrow" as a captive import of the Celeste in September 1975 as a 1976 model as an extension of the Dodge Colt. It was also known as the "Dodge Arrow" in Canada and as the "Dodge Celeste" in Puerto Rico. The Arrow was a rear-wheel drive car utilizing a solid rear axle and leaf springs in the rear, with MacPherson struts in the front. Transmission types included four and five-speed manual transmissions and a three-speed automatic. A 1.6 L I4 engine was standard with an optional 2.0 L I4. It was produced in various trim levels including the 160, GS and GT. The first year Arrow is easily identified from later years because its quarter-window louvers have two slats in the center, which were changed to three on all later years. The 1976 Arrow also came with a single windshield-wiper fluid nozzle on the hood, which was changed to dual nozzles for 1977 and remained that way for all later year Arrows. Sporty exterior finishes were also offered, such as the Arrow Jet package, first offered in 1978. The Arrow Jet paint package was an eye-catching two-tone finish, typically in spit-fire orange and black. The entire car was spit-fire orange, but the entire bottom half of the car was covered in a solid flat black stripe with the words "Arrow Jet" stenciled out of the stripe on the doors so that the underlying body color showed through. This color combination of spit-fire orange and flat black seems to pay tribute to one of the design inspirations for the Plymouth Arrow, that being the Plymouth Barracuda. In 1971, the Barracuda was offered with a "billboard" decal option, which was a large, solid flat black decal that covered the entire back half of the car on both sides (often in a red and flat black color combination). Dodge Arrow GS (Canada) For 1979, the styling was freshened with the addition of flush bumpers, a smoother grille with rectangular headlights and hidden turn signals, chrome strips on the tail-lamps, and larger rear glass for the hatchback. Inside, the steering wheel previously found only in the Arrow GT was now standard. The rear axle was also extended 2.5 inches for better traction. A sporty variant called the Fire Arrow was first offered this year, which had special decals and a sporty interior, as well as a 2.6 L I4 engine and four-wheel disc brakes. The Fire Arrow had one of the best horsepower/weight ratios among U.S. production cars at the time because of its light weight. For 1979 and the succeeding year, the 2.0 L I4 engine was unavailable as an engine option. The styling changes of the 1979 models carried over to 1980. The Fire Arrow however, was changed significantly. The 1980 Fire Arrow was now available with two new paint schemes: tan with a darker caramel-colored hood, and blue with a dark blue hood. These colored models were available with the smaller 1.6 engine and, like the base-model Arrows, had bumpers that were chrome instead of body color. The white Fire Arrow was also changed, and now had a matte-black hood and cowl, with the black paint continuing along the tops of the fenders and doors and ending under the quarter-windows. Unlike the colored versions, the white/black Fire Arrow had only one engine option, the 2.6 I4. The Arrow was discontinued after the 1980 model-year and was replaced by the Plymouth Sapporo/Dodge Challenger which was larger, heavier and had more amenities. The Sapporo/Challenger retained rear-wheel drive and was itself the forerunner to the Mitsubishi Starion. A pickup version of the Arrow was released in 1979 which was also available with the 2.6 L engine, but they shared few, if any parts. The Arrow's styling influence can clearly be seen in the Plymouth Arrow Truck and its cousins; the Dodge D-50 and Mitsubishi Mighty Max pickups. The Harry Nilsson song, "Me and my arrow" (from The Point!) was used in television commercials in the United States promoting the Plymouth Arrow during the 1970s. One of the more interesting options available for the Arrow was a small tent. When the rear seats were lowered and the tent was clipped over the open hatchback, it would allow the back of the car to be used for camping. General Motors would borrow this design many years later for the Pontiac Aztek. [edit] Specifications and timeline Data tables expand. Models listed are primarily as available in the Japanese domestic market, with notes on important export variants. For information on the Lancer-based Dodge Colt see that article. v • d • e First generation Lancer — data and history Lancer sedan/coupé Chassis code Engine Power Dimensions (mm) Top speed (km/h) Transmission Years (Japan) Markets Note code cc hp kW @ rpm length width height J EU Aus A71A 4G42 1,187 70 51 6,000 3,960 1,525 1,360 4MT 73.02-75.10 ● – – OHV A72A 4G33 1,439 92 68 6,300 3,960 1,525 1,360 4/5MT, 3AT 73.02-75.11 ● ● ● 85 63 6,000 3,960 3,995 1,525 1,535 1,360 1,365 75.11-77.06 MCA A73A 4G32 1,597 100 74 6,300 3,965 1,525 1,360 5MT 73.02-75.11 ● ● – 110 81 6,700 73.08-75.11 GSR 92 68 6,000 3,965 3,995 1,525 1,535 1,360 1,365 75.11-77.06 – MCA 100 74 6,700 6,300 3,965 3,995 4,105 1,525 1,535 1,545 75.11-79.03 GSR MCA A75A 4G36 1,238 80 59 6,300 3,960 1,525 1,360 4/5MT 75.10-75.11 ● ● – 73 54 6,000 3,960 3,995 1,525 1,535 1,360 1,365 75.11-77.04 MCA A141A G11B 1,244 70 51 5,500 3,995 4,105 1,535 1,545 1,365 4/5MT 77.04-79.03 ● – – MCA-Jet A142A G12B 1,410 80 59 5,500 3,995 4,105 1,535 1,545 1,365 4/5MT, 3AT 78.04-79.03 ● – – MCA-Jet A143A G33B 1,439 82 60 5,400 3,995 1,535 1,365 4/5MT, 3AT 77.06-78.04 ● – – MCA-Jet A144A G32B 1,597 86 63 5,000 3,995 4,105 1,535 1,545 1,365 4/5MT 77.06-79.03 ● – – MCA-Jet Lancer van (wagon) Chassis code Engine Power Dimensions (mm) Top speed (km/h) Transmission Years (Japan) Markets Note code cc hp kW @ rpm length width height J EU Aus A71V 4G42 1,187 70 51 6,000 3,960 1,525 1,385 4MT 73.09-76.10 ● – – OHV A72V 4G33 1,439 92 68 6,300 3,960 3,995 1,525 1,535 1,385 4MT 73.09-77.10 ● ● – 85 63 6,000 3,995 1,535 1,385 4MT 77.10-79.03 MCA A75V 4G36 1,238 80 59 6,300 3,995 1,535 1,385 4MT 76.10-77.10 ● – – 73 54 6,000 77.10-79.03 MCA A141V 4G11 1,244 73 54 5,500 3,995 1,535 1,385 145 4MT 79.03-81.10 ● ● – MCA A142V 4G12 1,410 83 61 5,500 3,995 1,535 1,385 150 4MT 79.03-81.10 ● – – MCA A148V G11B 1,244 70 51 5,500 3,995 1,535 1,385 145 4MT 81.10-85.02 ● – – MCA-Jet A149V G12B 1,410 80 59 5,500 3,995 1,535 1,385 150 4MT 81.10-85.02 ● – – MCA-Jet Lancer Celeste Chassis code Engine Power Dimensions (mm) Top speed (km/h) Transmission Years (Japan) Markets Note code cc hp kW @ rpm length width height J EU Aus A72A 4G33 1,439 92 68 6,300 4,115 1,610 1,340 4/5MT, 3AT 75.03-75.11 ● – – 85 63 6,000 75.11-77.06 MCA A73A 4G32 1,597 100 74 6,300 4,115 4,230 (GT) 1,610 1,325 1,340 4/5MT 75.03-75.11 ● ● ● 92 68 6,000 75.11-77.06 MCA 110 81 6,700 5MT 75.03-75.11 GSR 100 74 6,700 6,300 4,115 4,155 75.11-79.06 GSR MCA A77A G32A 1,597 92 68 6,000 4,115 1,610 1,340 4MT 75.03-75.11 ● – – MCA 50年 A78A 4G52 1,995 105 77 5,700 4,115 4,155 1,610 1,340 5MT, 3AT 75.10-81.07 – ● ‡ export only A142 G12B 1,410 80 59 5,500 4,155 1,610 1,325 4/5MT 78.04-81.07 ● – – MCA-Jet A143 G33B 1,439 82 60 5,400 4,115 1,610 1,340 4/5MT, 3AT 77.07-78.03 ● – – MCA-Jet A144 G32B 1,597 86 63 5,000 4,115 4,155 1,610 1,620 (GT) 1,340 1,325 5MT, 3AT 77.07-81.07 ● – – MCA-Jet A146 G52B 1,995 105 77 5,400 4,155 1,620 1,345 5MT 79.06-81.07 ● – – MCA-Jet ‡: only in New Zealand v • d • e Mitsubishi Lancer timeline (first generation)   1973 1974 1975 1976 1977 1978 1979 1980   Lancer sedan/coupé 1200 A71 (80hp) A75 (73hp) A141 1400 A72 (92hp) (85hp) A143 A142 1600 A73 (100hp) (92hp) A144 1600 GSR (110hp) A73 (100hp)   Lancer van/wagon   (1981.11-1985.02: A148V/A149V) 1200 A71V (80hp) A75V (73hp) A141V 1400 A72V (92hp)  (85hp) A142V   Lancer Celeste   facelift→   (until 1981.07) 1400 (92hp) A72 (85hp) A143 A142 1600 (100hp) A73 (92hp) A144 A77 (MCA 50年, G32A engine)   1600 GSR (110hp) A73 (100hp) 2000 A78 (export) A146 2600 ("Plymouth Fire Arrow", US only)   A147 [edit] References ^ a b Long, Brian (2007). Mitsubishi Lancer Evo: The Road Car & WRC Story. Dorchester: Veloce Publishing Ltd. ISBN 1-84584-055-0. http://books.google.com/?id=8ZkuDYyI8NUC.  ^ Car Graphic: Car Archives Vol. 5, '70s Japanese Cars. Tokyo: Nigensha. 2007. p. 77. ISBN 978-4-544-09175-5.  ^ a b c Howard, Graham (February 1997). "Balancing Act". Wheels (Sydney, New South Wales: ACP Publishing): 122. Archived from the original on 2010-10-08. http://www.webcitation.org/5tK1SwdFA.  ^ "Mitsubishi Lancer (Chrysler LA Lancer )". GoAuto. John Mellor. http://www.goauto.com.au/mellor/mellor.nsf/carfamilytree?ReadForm&ID=1AEF17483B46EDC9CA257125001A138D. Retrieved 2010-10-08.  ^ a b "Mitsubishi Lancer (Chrysler LB Lancer)". GoAuto. John Mellor. http://www.goauto.com.au/mellor/mellor.nsf/carfamilytree?ReadForm&ID=5AC01BD3B8B86436CA257125001A1341. Retrieved 2010-10-08.  ^ "A Glorious Heritage - Chronological History of Mitsubishi Motor Sports Activities". Mitsubishi-motors.co.jp. http://www.mitsubishi-motors.co.jp/motorsports/history/1600gsr.html. Retrieved 2010-10-08.  ^ "Safari Rally Roll of Honour". Rallybase.nl. http://www.rallybase.nl/index.php?type=rally&rallytype=Ken. Retrieved 2010-10-08.  ^ "9ème Rallye Bandama Côte d'Ivoire". Rallybase.nl. http://www.rallybase.nl/index.php?type=result&rallyid=633. Retrieved 2010-10-08.  ^ Bonnaud, Jean-Claude (February, 1981). "15e Safari du Zaïre". Auto-Hebdo (255). Posted by assinie at http://www.forum-auto.com/sport-auto/theme51/sujet377023.htm#t14753843. http://www.forum-auto.com/sport-auto/theme51/sujet377023.htm#t14753843. Retrieved 2010-10-09.  ^ Mitsubishi Gasoline Engine 4G1: Parts Catalog, Mitsubishi Lancer Station Wagon. Tokyo: Mitsubishi Motors Corporation. Mar. 1980. p. tenth unnumbered front page. C11038.  ^ New model handbook: Mitsubishi Lancer Van (L-A148V, L-A149V). Tokyo: Mitsubishi Motors Corporation. Oct. 1981. p. 1. 1031930.  ^ Auto Katalog 1978. Stuttgart: Vereinigte Motor-Verlage GmbH & Co. KG. 1977. pp. 200–201.  ^ a b "Mitsubishi Lancer: The Complete History, part 2: Lancer CELESTE / Plymouth ARROW: คูเป้ ทรงเสน่ห์ หนึ่งเดียวในตระกูล". Headlight Magazine: Jimmy's Library. 11 July 2010. Archived from the original on 2010-09-17. http://www.headlightmag.com/main/index.php?option=com_content&view=article&id=1004:mitsubishi-lancer-the-complete-history-part-2-lancer-celeste-&catid=56:jimmys-library&Itemid=55.  ^ CG Car Archives '70s, p.80 ^ James M. Flammang (1994). Standard Catalog of Imported Cars, 1946-1990. Iola, WI: Krause Publications, Inc.. pp. 503–504. ISBN 0-87341-158-7.  ^ Car Graphic: Car Archives Vol. 11, '80s Japanese Cars. Tokyo: Nigensha. 2007. p. 214. ISBN 978-4-544-91018-6.  ^ "Mitsubishi Lancer (Chrysler LB Lancer Liftback )". GoAuto. John Mellor. http://www.goauto.com.au/mellor/mellor.nsf/carfamilytree?ReadForm&ID=D253F98B4648D77ACA257125001A13FB. Retrieved 2010-10-08.  ^ a b "Mitsubishi Lancer (Chrysler LC Lancer Liftback )". GoAuto. John Mellor. http://www.goauto.com.au/mellor/mellor.nsf/carfamilytree?ReadForm&ID=01EB090373DA0AB4CA257125001A13C8. Retrieved 2010-10-08.  ^ Fallah, Alborz (2007-09-21). "Mitsubishi Lancer History". Car Advice. http://www.caradvice.com.au/6468/mitsubishi-lancer-history/. Retrieved 2010-10-08.  || Mitsubishi Lancer Evolution From Wikipedia, the free encyclopedia Jump to: navigation, search This article may require cleanup to meet Wikipedia's quality standards. Please improve this article if you can. The talk page may contain suggestions. (March 2009) Mitsubishi Lancer Evolution Manufacturer Mitsubishi Motors Production 1992–present Assembly Mizushima Plant, Kurashiki, Okayama Class Sport compact World Rally Car Sports sedan Body style(s) 4-door sedan 5-door wagon (Evo IX, 2007) Layout Front engine, four-wheel drive Engine(s) 2.0 L I4 turbo 4G63T (1987–2007) 4B11T (2007–present) Related Mitsubishi Lancer Mitsubishi Lancer WRC Mitsubishi Racing Lancer The Mitsubishi Lancer Evolution, colloquially known as the Lancer Evo or Evo,[1] is a high-performance sedan manufactured by Mitsubishi Motors. There have been ten official versions to date, and the designation of each model is most commonly a roman numeral. All use two litre, turbocharged engines and four-wheel drive systems.[2] The Evolution was originally intended only for Japanese markets, but demand on the "grey import" market led the Evolution series to be offered through Ralliart dealer networks in the United Kingdom and in various European markets from around 1998. Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions.[3] Japanese-spec cars were limited by a gentlemen's agreement to advertise no more than 280 PS (206 kW; 276 hp), a mark already reached by Evolution IV. Therefore, each subsequent version has unofficially evolved above the advertised power figures, with the Japanese-spec Evolution IX reaching an alleged output of around 321 PS (236 kW; 317 hp). Various versions available in other markets, particularly the UK, have official power outputs up to 411 PS (302 kW; 405 hp). The tenth generation of the Lancer Evolution was launched in Japan 2007, and overseas markets in 2008. Contents 1 Evolution I 2 Evolution II 3 Evolution III 4 Evolution IV 5 Evolution V 6 Evolution VI 7 Evolution VII 8 Evolution VIII 9 Evolution IX 9.1 Evolution IX Wagon 9.2 Evolution MIEV (2005) 10 Evolution X 10.1 Japanese models 10.2 North American models 10.3 UK models 10.4 European models 10.5 Australian / New Zealand models 10.6 Southeast Asian models 10.6.1 Philippine models 10.6.2 Malaysian models 11 Motorsports 12 Awards 13 See also 14 References 15 External links [edit] Evolution I First generation Production October 1992–January 1994 Platform CD9A Transmission(s) 5-speed manual Wheelbase 2,500 mm (98.4 in) Length 4,310 mm (169.7 in) Width 1,695 mm (66.7 in) Height 1,395 mm (54.9 in) Curb weight 1,170–1,240 kg (2,579–2,734 lb) The original Lancer Evolution was 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 weigh approximately 70 kg (154 lb) less than the 1,238 kg (2,729 lb) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 247 PS (182 kW; 244 hp) at 6000 rpm and 309 N·m (228 lb·ft) at 3000 rpm. 5,000 of the first generation Evolutions were sold between 1992 and 1993. Top speed is 228 km/hour (142 mph) [edit] Evolution II Second generation Production January 1994–August 1995 Platform CE9A Transmission(s) 5-speed manual Wheelbase 2,510 mm (98.8 in) Length 4,310 mm (169.7 in) Width 1,695 mm (66.7 in) Height 1,420 mm (55.9 in) Curb weight 1,180–1,250 kg (2,601–2,756 lb) The Evolution I was upgraded in December 1993, and was produced until 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and tyres that were 10 mm (0.4 in) wider. This Evolution also has a 50 l (13.2 US gal; 11.0 imp gal) fuel tank. Power output was increased to 256 PS (188 kW; 252 hp) from the same engine and torque was unchanged for both GSR and RS models. [edit] Evolution III Third generation Production August 1995–August 1996 Platform CE9A Transmission(s) 5-speed manual Wheelbase 2,510 mm (98.8 in) Length 4,310 mm (169.7 in) Width 1,695 mm (66.7 in) Height 1,420 mm (55.9 in) Curb weight 1,190–1,260 kg (2,624–2,778 lb) August 1995 saw the arrival of the Evolution 3, which had several improvements over the previous models. New, more aggressive styling and a new nose moulding improved the air supply to the radiator, intercooler and brakes. New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. Improved engine had higher compression ratio than before,[4] and new turbocharger compressor (60 mm to 68 mm[5]), which gave power output of 270 bhp (201 kW) at 6250 rpm, 309 N·m (228 lb·ft) at 3000 rpm. [edit] Evolution IV Fourth generation Production August 1996–January 1998 Platform CN9A Transmission(s) 5-speed manual Wheelbase 2,510 mm (98.8 in) Length 4,330 mm (170.5 in) Width 1,690 mm (66.5 in) Height 1,415 mm (55.7 in) Curb weight 1,260–1,350 kg (2,778–2,976 lb) The Lancer platform was completely changed in 1996, and along with it the Evolution, 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 two 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 a choice of either 16" or 17" OZ light weight racing wheels. The RS also had wind up windows, optional air conditioning in some models, 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 thinner body panels and glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 350 PS (257 kW; 345 hp) at 6,500 rpm and 422 N·m (311 lb·ft) of torque at 4,000 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 control torque split individually to the rear wheels and as a result the 300 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution 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 1,260 kg (2,778 lb) and the GSR being 1,345 kg (2,965 lb). [edit] Evolution V Fifth Generation Production January 1998–January 1999 Platform CP9A Transmission(s) 5-speed manual Wheelbase 2,510 mm (98.8 in) Length 4,350 mm (171.3 in) Width 1,770 mm (69.7 in) Height 1,405–1,415 mm (55.3–55.7 in) Curb weight 1,260–1,360 kg (2,778–2,998 lb) 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 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 (0.4 in), 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 millimetres (0.01 in). 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, allowing more boost pressure to the same TD05-HR as the Mitsubishi Evolution III and IV. Furthermore, the turbocharger was again improved. Torque was increased to 373 N·m (275 lb·ft) at 3000 rpm. Power officially stayed the same, at 280 PS (206 kW; 276 hp), though some claim horsepower was actually somewhat higher. [edit] Evolution VI Sixth generation Production January 1999–March 2001 Platform CP9A Transmission(s) 5-speed manual Wheelbase 2,510 mm (98.8 in) Length 4,350 mm (171.3 in) Width 1,770 mm (69.7 in) Height 1,405–1,415 mm (55.3–55.7 in) Curb weight 1,250–1,360 kg (2,756–2,998 lb) The Evolution 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 Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge fog lights 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, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp (246 kW). Yet another special edition Evolution VI was also released in 1999: the Tommi Mäkinen Edition, named after Finnish rally driver Tommi Mäkinen that had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Mäkinen 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 ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red (Tommi Mak only), white, blue, black or silver with optional special decals, replicating Tommi Mäkinen's rally car's colour scheme. This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short. [edit] Evolution VII Seventh generation Production March 2001–January 2003 Platform CT9A Transmission(s) 5-speed manual 5-speed automatic Wheelbase 2,625 mm (103.3 in) Length 4,455 mm (175.4 in) Width 1,770 mm (69.7 in) Height 1,450 mm (57.1 in) Curb weight 1,320–1,400 kg (2,910–3,086 lb) In 2001, Mitsubishi was 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 Mitsubishi 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 385 N·m (284 lb·ft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (206 kW; 276 hp). The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (430 mm) 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 distinguishing 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 chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. 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 what 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 264 PS (194 kW; 260 hp). 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. It was replaced by the Twin Clutch SST gearbox since the introduction of Evolution X. [edit] Evolution VIII Eighth generation Production January 2003–March 2005(February 2004-August 2006 MR) Platform CT9A Transmission(s) 5-speed manual 6-speed manual Wheelbase 2,625 mm (103.3 in) Length 4,490–4,535 mm (176.8–178.5 in) Width 1,770 mm (69.7 in) Height 1,450 mm (57.1 in) Curb weight 1,320–1,410 kg (2,910–3,109 lb) The Evolution VIII was modified again in 2003, this time sporting 17" grey Enkei wheels, Brembo Brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (202 kW; 271 hp). Originally a one off model, sales were so successful in the U.S. that by 2005 it was available in four trims: the standard GSR model in Japan, the RS, with a steel roof, 5-speed gearbox, and standard wheels (lacking excess components, such as interior map lights, power windows/doors, and radio), the SSL (with a sunroof, trunk mounted subwoofer, and leather seats), and the MR, which came with a revised limited-slip front differential, aluminum MR shift knob, handbrake with carbon fiber handle, 17 inch BBS wheels, aluminum roof, and a 6-speed manual gearbox. The new Evolution also sported chrome housing tail lights. The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to produce more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic four-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 (first used for the Galant GTO). Other parts on the MR include BBS alloy wheels, the aforementioned Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, including the FQ300, FQ320, FQ340, and FQ400 variants. They came with 305, 325, 345, and 405 hp (227, 239, 254 and 298 kW), respectively. Although Mitsubishi have not confirmed the fact, it is widely rumoured that the FQ stands for "fucking quick".[6][7][8] The FQ400, sold through Ralliart UK, produces 411 PS (302 kW; 405 hp) from its 2.0 L 4G63 engine, the result of special modifications by United Kingdom tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific outputs per litre of any roadcar engine. With a curb weight of 1,450 kg (3,197 lb), it achieves 0-60 mph in 3.5 seconds, 0-100 mph in 9.1 seconds, 1/4 mile in 12.1 seconds at 118 mph (190 km/h), and a top speed of 175 mph (282 km/h) while costing £47,000. BBC's television series Top Gear demonstrated that the stock FQ-400 could surprisingly keep up with a Lamborghini Murciélago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute and 24.8 seconds, 1.1 seconds slower than the Murciélago's time of 1 minute 23.7 seconds.[9] In a similar test conducted by Evo magazine, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche 911 Carrera 4S. The Lancer Evolution VIII was also the first Evolution to be sold in the United States,[10] spurred by the success of the Subaru Impreza WRX which had been released there just three years prior.[3] The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII's US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model prior to the Evo X 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 models, however, do 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 2005, with ACD and 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 boost, timing, and tuning are also significantly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. Starting in 2005, the US model Evos were also fitted with a 5000rpm limit on launching in 1st gear to protect the drivetrain. Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US versions of the Lancer Evolution VIII 2003-2005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evos have lightweight aluminum front fenders and hoods. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with a 6-speed transmission, Bilstein shocks, and factory optional BBS wheels. The basic RS Edition does not come with power windows, locks, or mirrors, an audio system, rear wing, sound deading material, map lamps or an anti-lock braking system. All Evo VIII RS models sold in the US have an air conditioning system. Power windows, locks, and audio systems could be had in the RS model through the addition of the "Urban Jungle" comfort package.[11] [edit] Evolution IX Ninth generation Production March 2005–October 2007(August 2006-Late 2008 MR) Platform CT9A Transmission(s) 5-speed manual 6-speed manual Wheelbase 2,625 mm (103.3 in) Length 4,490 mm (176.8 in) Width 1,770 mm (69.7 in) Height 1,450 mm (57.1 in) Curb weight 1,310–1,490 kg (2,888–3,285 lb) Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,[12] and exhibited the car at the Geneva Motor Show for the European market the same day.[13] The North American markets saw the model exhibited at the New York International Auto Show the following month.[14] The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N·m (289 lb·ft). The USDM Lancer Evolution IX models: standard (Grand Sport Rally or "GSR" in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60 lb (27 kg). The fuel capacity remains the same as the Evo VIII at 14 USgal (53 L). Although the RS is the lightest of the group, the RS did not manage to outperform the standard IX and the MR around a road course (even if only by fractions of a second). This was purported to be due to the lack of a rear wing on the RS. In a drag race, the three models are all about even. The RS model was produced for rally and racing teams who wanted a platform to build a race car from. It is stripped of all the creature comforts, and other upgrades that drive the price up for features that the race teams would not require. The IX MR retained 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 continued to sport Recaro bucket seats, Brembo brakes and Momo steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual 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,[citation needed] HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims. Three trims were available for Japan, Asia and Europe. Although all models used the same 291 PS (214 kW; 287 hp) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 PS (206 kW; 276 hp). The GSR produced 400 N·m (295 lb·ft) of torque, while the RS and GT produced 407 N·m (300 lb·ft). RS - "rally sport", 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). MR Ralliart Edition - Based on Lancer Evolution VI Tommi Makinen Edition, The Japanese Lancer Evolution IX was exclusively tuned by Mitsubishi Ralliart features the almost same as the civilian Evo IX except for Carbon Fiber front lip Spoiler, Official Ralliart livery, Ralliart 17-inch Black forged 1-piece wheels. (Exclusive for Japanese Market only.) In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300(296/221), 320(316/236) and 340(336/250) PS(BHP/KW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb·ft (492 N·m) at 3200 rpm. All four models were designed to run on super unleaded petrol only. The MR FQ-360 was also released in limited numbers (only 200) in the last year of production. 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 MR FQ-360 - New turbo with titanium aluminium alloy turbo fins, Speedline Turini alloy wheels, Privacy Glass, Lowered Eibach Coil springs (10mm at the front/ 5mm at the rear), IX MR interior, super unleaded petrol only Four models were available in the US. All models used the same 286 hp (213 kW) engine. Standard - revised 5-speed, standard model RS - ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior, also no radio SE - Special Edition, aluminum roof/hood, and front fenders, 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, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, front brake cooling ducts and custom MR badging. All of the American models are the same in power, but may differ in performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models. To the standard model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof. The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. Some RS models had the SAYC option, while some did not. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international version. All of them are powered by a l4 2.0 4G63 turbocharged MIVEC engine. [edit] Evolution IX Wagon A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan's debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were 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 was the same as the sedan. [edit] Evolution MIEV (2005) It is a version with an electric motor connected to each wheel, which was served as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV). The in-wheel motors used 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 was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 PS (50 kW; 67 hp), thus giving a combined output of 272 PS (200 kW; 268 hp) and 517 N·m (381 lb·ft), comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005. [edit] Evolution X Tenth Generation Production October 2007 - Present Platform CZ4A Transmission(s) 6-speed twin-clutch transmission 5-speed manual Wheelbase 2,650 mm (104 in) Length 4,495 mm (177.0 in) Width 1,810 mm (71 in) Height 1,480 mm (58 in) Curb weight 1,420–1,600 kg (3,131–3,527 lb) In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X,[15] designed by Omer Halilhodžić at the company's European design centre.[16] Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).[17] The Lancer Evolution X sedan features a newly designed 4B11T 2.0L (1998cc) turbocharged, all-aluminium inline-4 engine. Power and torque depend on the market but all versions will have at least 280 PS (206 kW; 276 hp). (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 hp (220 kW) and 360 hp (270 kW). Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car has also a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi's AWC system used in previous generations.[18] The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time. It also features Mitsubishi's new sequential semi-automatic six speed SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. It has replaced the Tiptronic automatic transmission, hence the SST version replaced the GT-A version (which was used in Evolution VII and Evolution IX Wagon). A five speed manual gearbox will also be available. Mitsubishi claims that the five speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive.[19] New Lancer Evolution will incorporate Mitsubishi's next generation RISE safety body. The Evolution X went on sale October 1, 2007 in Japan,[20] January 2008 in the USA,[21] February in Canada (as the first version of Evolution in Canada)[22] and in March 2008 in the UK.[23] The Twin Clutch SST version was available in Japan from November 2007.[24] Europe will follow with sales in May, GSR and MR version included premium Package. The introduction of the 2010 MR-Touring moved the car even further upscale. Leather and a Moonroof became standard while revising the rear spoiler to just a lip spoiler. [edit] Japanese models The engine is the 4B11-type 2.0 litre inline-4 turbo engine. Evolution X can get to 100 km/h in 4.8 seconds. Aluminum is used in the roof panel, front fenders and the rear spoiler frame structure.[25] Launch model's engine was rated 280 PS (206 kW; 276 hp)@6500rpm and 422 N·m (311 lb·ft)@3500rpm. Following the repeal of the 276 horsepower Gentleman's Agreement in Japan,[26] engine power was raised to 300 PS (221 kW; 296 hp)@6500rpm beginning in 2009 model year. RS - 5 speed manual transmission. 16-inch tires. Driver dual-stage airbag. Standard Engine immobilizer. GSR - Standard rear spoiler. 5-speed manual or 6-speed Twin Clutch SST transmission (magnesium paddle shifters on SST model). 245/40R18 Yokohama ADVAN A13C tire on Enkei 12-spoke high-rigidity cast alloy wheels or optional BBS lightweight alloy wheels. Brembo ventilated disc brakes. Standard S-AWC 4WD system. Driver and front passenger dual-stage airbag. Standard Engine immobilizer with security alarm. Optional Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7 in (180 mm) LCD screen. Optional Rockford Fosgate premium sound system. Optional keyless remote entry. GSR can be fitted with following packages: High Performance Package - Bilstein single tube shock absorbers and Eibach coil springs, brembo 2-piece disc brakes, high performance tires with stiffer walls and better grip. Stylish Exterior Package - Chrome finish for the front grille lattice and beltline molding, body color-keyed fender vents, adds fog lamps. Leather Combination Interior - The seats match the color of the exterior. Premium Package - All 3 above packages plus 18 in (457.2 mm) BBS lightweight alloy wheels. GSR-Premium - Replacement of Premium Package beginning with 2009 model year, but added MMCS and Rockford Fosgate premium audio. GSR Ralliart Edition - The Ralliart version was launched again, this limited edition for Lancer Evolution X is exclusively tuned by Mitsubishi Ralliart Japan equipped with 5 speed manual transmission, Ralliart Wheels 18 inch forged 1-piece black alloy wheels paired with Yokohama ADVAN Neova AD0B tires, redesigned body kit (based on Evo X FQ-400 body kit), advanced rear wing design (Choice of Deck Spoiler or GT Wing), official Ralliart livery, Rockford Fostgate premium sound system with Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7 in (180 mm) LCD screen. Its 4B11T racing engine has maximum power output of 224 KW (300 bhp/ 304 ps). [edit] North American models Engine produces 295 PS (217 kW; 291 hp)@6500rpm and 407 N·m (300 lb·ft)@4400rpm. GSR - Same as base Japanese GSR with small spoiler. (available only with manual 5 speed) MR - 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels. Xenon High-Intensity Discharge (HID) headlamps. Color-keyed large rear spoiler. Leather and sueded seating. Electronic keyless entry and starting system. Steering wheel-mounted audio controls. Bluetooth hands-free cellular phone interface system with voice recognition. MR Premium - MR with a Rockford Fosgate Navigation/Stereo with 9 speakers.[27] MR Touring - (2010) Major differences from the MR are the rear-lip spoiler, heated full-leather seats, upgraded interior trim, and a power-sunroof on a steel roof. SE - (late 2010-11) Is a combination of all three 2010 models some key features are the GSR front grill and interior,MR rear defusers,6-speed TC-SST transmission,and Eibach springs and Bilstein struts. MR touring rear-lip spoiler and heated seats. Only 340 were produced in the United States, A special key fob with the series number and a letter of acknowledgement from Shin Kurihara was given to the purchaser of this trim. Option packages: (GSR only) Sight, Sound and Spoiler Package - Xenon HID headlamps with manual leveling; large rear spoiler; FAST-Key electronic entry and starting system; 650-watt (maximum) Rockford Fosgate audio system; in-dash 6-disc CD changer; Sirius Satellite Radio with six months prepaid subscription. (MR and MR Touring) Technology Package: Mitsubishi Multi Communication System, GPS navigation with Diamond Lane Guidance; 30GB hard disc drive with Digital Music Server, in-dash DVD/CD player, multifunction 7-inch (180 mm) color LCD touchscreen, 650(710 for 2010 model)-watt (maximum) Rockford Fosgate high-performance audio system, Sirius Satellite Radio with six months prepaid subscription. [edit] UK models UK cars kept the Evolution X name. GS - Base Japanese GSR with Enkei wheels, 5-speed manual transmission, Stereo radio/CD with MP3 compatibility and 6 speakers. GSR - GS with HDD navigation with radio and music server (MMCS), Rockford Fosgate premium audio, iPod/MP3 auxiliary input port. GSR SST (FQ-300, FQ-330) - GSR FQ-300 with 6-speed TC-SST transmission with SST mode selection (normal, sport, super sport). GSR SST FQ-330 was released in 2009.[28] Variants: FQ-300 - Engine rated 300 PS (220 kW; 300 hp) at 6500 rpm and 407 N·m (300 lb·ft) at 3500 rpm. FQ-330 - Engine rated 329 PS (242 kW; 324 hp) at 6500 rpm and 437 N·m (322 lb·ft) at 3500 rpm. FQ-360 - Engine rated 359 PS (264 kW; 354 hp) at 6500 rpm and 492 N·m (363 lb·ft) at 3500 rpm. Carbon fibre front lip spoiler, rear vortex generator, gear knob, hand brake. Front leather Recaro seats. FQ-400- Engine rated 410 PS (300 kW; 400 hp) and 542 N·m (400 lb·ft) of torque. It also includes six-piston calipers, upgraded brakes and 18-inch wheels fitted with Toyo Proxes R1R tyres , a new aero kit that includes additional cooling intakes, vents, a larger air intake in the hood and ducts. An estimated 100 vehicles would be made.[29] It accelerates 0-62 mph in 3.8 seconds (est.) and has a top speed of 155 mph (electronically limited). Standard equipment for the range-topping Lancer Evolution X model is comprehensive, the FQ-400 coming with Bluetooth hands-free telephone connection, a CD-tuner with 30 Gig hard drive, DVD satellite navigation and privacy glass. Convenience features like remote central locking, automatic headlamps and windscreen wipers increase the FQ-400’s ease of use. Available from June 2009, the FQ-400 is covered by a three year / 36,000 mile warranty. Cost £49,999 (list price).[30] [edit] European models Engine rated 295 PS (217 kW; 291 hp) at 6500 rpm and 366 N·m (270 lb·ft) at 3500 rpm. GSR - 5 speed manual (GSR 5 M/T) or 6-speed TC-SST transmission (GSR TC-SST). MR TC-SST - 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels. Xenon High-Intensity Discharge (HID) headlamps. Mitsubishi Multi Communication System. [edit] Australian / New Zealand models Engine rated 295 PS (217 kW; 291 hp) at 6500 rpm and 366 N·m (270 lb·ft) at 3500 rpm. GSR - 5 speed manual or 6-speed TC-SST transmission. MR - 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels, 2 piece front brake, aluminium rear spoiler, auto leveling Xenon High-Intensity Discharge (HID) headlamps. Mitsubishi Multi Communication System, leather combination seat trim, heated front seats. Bathurst Edition - A factory upgraded/tuned version Evolution X with a rated power output of 336 PS (247 kW) (increase from the standard 295 PS (217 kW)) and 436Nm (up from 366Nm) of torque. The TMR (Team Mitsubishi Ralliart) Bathurst Edition is the most powerful road-legal Lancer Evolution X to be offered in Australia. The Bathurst edition is available with either the standard 5-speed manual or the quick-shifting TC-SST twin-clutch automatic with a limited run of only 500 units. [edit] Southeast Asian models [edit] Philippine models The Philippines received its Evolution X in November 2008, and is a CBU from the US. The trims and specs are almost the same, excluding the MR Touring model from the USDM. GSR- 5-speed manual, and the same specs with the USDM GSR with large spoiler. MR- 6-speed TC-SST gearbox, and the same specs with the USDM MR, excluding the Technology Package. [edit] Malaysian models In Malaysia, the Lancer Evolution X is available with only a 6-speed Twin Clutch SST transmission. Front license plates are aligned towards the center of the fascia. In 2009, the Royal Malaysian Police acquired a fleet of Lancer Evolution Xs to be used for high-speed pursuits. [edit] Motorsports The Lancer Evolution is unique among its competitors in the World Rally Championship in that it was a homologated Group A car slightly modified to be able to race competitively against, from the 1997 season onwards until the San Remo Rally in 2001, World Rally Car class cars. They were successful in the WRC Rallies from 1996-1999,thanks to the Finn Tommi Mäkinen, for clinching the driver's titles from 1996–1999, and the help of teammate Richard Burns for clinching the constructors's championship for the first, and thus far only time in 1998. The Evolution however was replaced in late 2001 by the firm's first World Rally Car, named simply the Lancer Evolution WRC, which lasted in works hands, driven by Makinen, Freddy Loix, Alister McRae and Francois Delecour until Mitsubishi took a sabbatical from the championship at the end of 2002. It was succeeded for the 2004 Monte Carlo Rally by the Lancer WRC04. Mitsubishi pulled out of the World Rally Championship after the 2005 season with the Lancer WRC05 still being driven by privateers including Italian former works driver Gigi Galli and the Swede, Daniel Carlsson, in the years following. The Lancer Evolution however still competes in the Group N category. In some European markets, the Evolution was sold as the Mitsubishi Carisma Evolution, and indeed to this effect the works WRC team's second car in the late 1990s, usually driven by Burns and subsequently Loix, was customarily entered as a Carisma GT. Proton Motors of Malaysia raced Evolution III's, Evolution V's (most notable with Proton 1784 where Malaysian driver Karamjit Singh won the 2002 Production Car WRC) and an Evolution VII as the Proton Pert in various Asia-Pacific Rally Championship and APAC rally series. Mitsubishi won the 2009 Australian Manufacturers' Championship with a trio of Evolution X models. [edit] Awards The Mitsubishi Lancer Evolution won ConsumerSearch's best Aggressive sports sedan in Best Sports Sedans in June 2006.[31] During 2004–2005 alone it won six major awards, being declared "Sports Car of the Year" in Scotland and France, "Playboy Sports Car 2004" in Poland, "Best New Production Car Under €60,000" in Greece, "Sport Compact Car of the Year" in 2004 and 2005 (Sport Compact Car magazine) and "2005 All-Star" (Automobile magazine) in the United States and Motor magazine's Best "Bang for Your Bucks" Australia.[32] The Lancer Evolution X was named as the "Best Performance Car under $50K" by Canadian TV show Motoring 2009, and won the Automobile Journalists Association of Canada's 2009 "Best New Technology" award.[33] It was also nominated as one of the top 10 "World Performance Car of the Year",[34] won the Automotive Excellence Awards' 2008 "Fun to Drive" category,[35] and took Dave TV's "Sports Car of the Year" award in 2008.[36] [edit] See also Mitsubishi Lancer Mitsubishi Lancer WRC Mitsubishi Racing Lancer [edit] References ^ Long, Brian (2007). Mitsubishi Lancer Evo: The Road Car & WRC Story. Dorchester: Veloce Publishing Ltd. ISBN 1-84584-055-0. http://books.google.co.uk/books?id=8ZkuDYyI8NUC.  ^ "Development of Center-Differential Control System for High Performance Four-Wheel Drive Vehicles", Mitsubishi Motors Technology Review 2001, no.13, pp.61–66 ^ a b "2003 Mitsubishi Lancer Evolution", Michael Frank , Forbes ^ http://www.lancerregister.com/mlr_showmodel.php?id1=6&id2=4 ^ "Lancer Evolution III" (PDF). http://www.mitsubishimotors.com/media/evo/EVO%20Heritage_3.pdf. Retrieved 2009-12-19.  ^ "EVO VII FQ-300", Graham Bell, Pistonheads, October 17, 2002 ^ "Mitsubishi Evo FQ-360", ShaunCurnow, Redline Magazine, July 19, 2006 ^ "Mitsubishi Evo VIII", Jeremy Clarkson, The Times, July 25, 2004 ^ "Top Gear - Power Laps". BBC. 2008-10-20. http://www.bbc.co.uk/topgear/show/powerlaps.shtml. Retrieved 2010-10-07.  ^ "Mitsubishi Lancer Evolution for U.S. Market Debuts at 2003 Greater Los Angeles Auto Show; Mitsubishi's Expanding Motor Sports Program to Dominate in 2003; Ralliart Comes to U.S.; and Mitsubishi Goes 'Fast and Furious' Too.", PR Newswire, January 3, 2003 ^ "2004 Mitsubishi Lancer Evolution RS: A Race-Ready Rally Car", Mitsubishi Motors Press Release, November 4, 2003 ^ "Mitsubishi Motors launches Lancer Evolution IX hi-performance 4WD sports sedan", Mitsubishi Motors press release, March 2, 2005 ^ "Mitsubishi Lineup at 75th Geneva International Motor Show", Mitsubishi Motors press release, March 1, 2005 ^ "2005 New York Auto Show", Automobilemag.com ^ "Mitsubishi Motors Exhibits at 39th Tokyo Motor Show", Mitsubishi Motors press release, September 28, 2005 ^ "Mitsubishi Concept-X Exterior Design Story", Mitsubishi Motors Technology Review 2006, no.18, pp.134–135 ^ "2007 North American International Auto Show - Vehicle Introductions". NAIAS. 2007. Archived from the original on 2007-01-06. http://web.archive.org/web/20070106205244/http://www.naias.com/SubPage.aspx?id=506. Retrieved 2007-01-10.  ^ "2007 Mitsubishi Prototype X Concept". Carpages.ca. 2007. http://www.carpages.ca/go/conceptcars/2007_mitsubishi_prototype_x_concept.aspx. Retrieved 2007-03-21.  ^ "Evolution X to get double-clutch gearbox", John Neff, Autoblog.com, August 23, 2005 ^ "MMC launches Lancer Evolution X — new-generation high-performance 4WD sedan", Mitsubishi Motors press release, October 1, 2007 ^ "View from Japan - 2008 Mitsubishi Lancer Evolution X". autoweek.com. 2007. http://www.autoweek.com/apps/pbcs.dll/article?AID=/20070928/FREE/309280001/1065. Retrieved 2007-10-01.  ^ "2007 Mitsubishi Lancer Evolution". wheels.ca. March 2003. http://www.wheels.ca/article/19747. Retrieved 2007-10-28.  ^ "Mitsubishi Evo X First Drives". carmagazine.co.uk. 2007. http://www.carmagazine.co.uk/print.php?sid=1098. Retrieved 2007-10-01. [dead link] ^ "Officially Official: Mitsubishi Lancer Evolution X". autoblog. 2007-10-01. http://www.autoblog.com/2007/10/01/officially-official-mitsubishi-lancer-evolution-x/. Retrieved 2007-10-01.  ^ "MMC launches Lancer Evolution X — new-generation high-performance 4WD sedan". Media.mitsubishi-motors.com. 2007-10-01. http://media.mitsubishi-motors.com/pressrelease/e/products/detail1682.html. Retrieved 2010-10-07.  ^ "Why Japan finally got its foot off the brake". Search.japantimes.co.jp. 2008-04-13. http://search.japantimes.co.jp/cgi-bin/fv20080413pl.html. Retrieved 2010-10-07.  ^ "Mitsubishi announces pricing for long awaited Lancer Evolution". Lancerevolution.ca. 2008-01-21. http://lancerevolution.ca/archive/35/mitsubishi-announces-competitive-pricing-for-long-awaited-lancer-evolution/. Retrieved 2010-10-07.  ^ Lavrinc, Damon (2009-05-20). "Euro-only: Mitsubishi Evolution FQ-330 SST". Autoblog.com. http://www.autoblog.com/2009/05/20/euro-only-mitsubishi-evolution-fq-330-sst/. Retrieved 2010-10-07.  ^ Lavrinc, Damon (2008-12-01). "Mitsubishi Evolution X FQ400 coming with 405 hp". Autoblog.com. http://www.autoblog.com/2008/12/01/mitsubishi-evolution-x-fq400-coming-with-405-hp/. Retrieved 2010-10-07.  ^ "Mitsubishi Lancer Evolution FQ-400 - the fastest lancer ever released". Inautonews.com. http://www.inautonews.com/mitsubishi-lancer-evolution-fq-400-the-fastest-lancer-evolution-ever-released. Retrieved 2010-10-07.  ^ "ConsumerSearch's Best Sports Sedans Reviews". Consumersearch.com. http://www.consumersearch.com/www/automotive/sports-sedans/index.html. Retrieved 2010-10-07.  ^ Fact & Figures 2005, p.31, Mitsubishi Motors website ^ "Mitsubishi Motors Canada Website". Mitsubishi-motors.ca. http://www.mitsubishi-motors.ca/Lancer_Evolution/Awards.aspx. Retrieved 2010-10-07.  ^ "World Car of The Year Awards". Wcoty.com. http://www.wcoty.com/media/?release=49&year=2009. Retrieved 2010-10-07.  ^ "Popular Mechanics". Popular Mechanics. 2009-10-01. http://www.popularmechanics.com/automotive/new_cars/4230193.html. Retrieved 2010-10-07.  ^ "Mitsubishi Lancer Evo X takes Dave TV’s “2008 Sports Car of the Year” award", 4wheelsnews.com, November 18, 2008 [edit] External links Wikimedia Commons has media related to: Mitsubishi Lancer Evolution Wikimedia Commons has media related to: Proton PERT Official sites: Japan · Australia · Europe · United Kingdom · United States v • d • e Mitsubishi Motors vehicles Current vehicles Adventure · Aspire · ASX · Cedia · Challenger · Colt · Delica · Eclipse · eK · Endeavor · Express · Freeca · Fuzion · Galant · Galant Fortis · Grandis · Grunder · i · i MIEV · Jolie · L100 · L200 · L300 · Lancer · Lancer Evolution · Maven · Minica · Minicab · Montero · Montero iO · Nativa · Outlander · Outlander Sport · Pajero · Pajero iO · Pajero Mini · Pajero Sport · Pajero TR4 · RVR · Savrin · Shogun · Space Gear · Space Wagon · Toppo · Town Box · Triton · Type 73 · Zinger Historic vehicles 360 · 380 · 3000GT · Airtrek · Aspire · Carisma · Celeste · Champ · Chariot · Cordia · Debonair · Diamante · Dignity · Dingo · Dion · Emeraude · Eterna · Expo · Expo LRV · Forte · FTO · G-Wagon · Galant · Galant FTO · Galant GTO · Galant VR-4 · Jeep · Galant Λ (Lambda) · GTO · Kuda · Legnum · Libero · Magna · Mighty Max · Mirage · Montero Sport · Nativa · Nimbus · Pajero Evolution · Pajero Junior · Pajero Pinin · Pinin · Pistachio · Precis · Proudia · Raider · Rodeo · RVR · Sapporo · Scorpion · Shogun Pinin · Shogun Sport · Sigma · Space Runner · Space Wagon · Space Star · Starion · Storm · Strada · Tredia · V3000 · Verada Pre-MMC vehicles 500 · Colt 600 · Colt 800/1000F/1100F/11-F  · Colt 1000/1100/1200/1500 · Go · Henry J · Jeep · Leo · Mizushima · Model A · Silver Pigeon Concepts & prototypes ASX · Concept-CT MIEV · Concept-cX · Concept D-5 · Concept-EZ MIEV · Concept PX-MiEV · Concept-Sportback · Concept-X · CZ2/CZ2 Cabriolet · CZ3 Tarmac · Eclipse Concept-E · ESR · Evolander · FCV · Field Guard · Gaus · Goku Shin Ka · HSR · HSX · "i" Concept · Lynx · MAIA · Maus · MP-90X · mR. 1000 · mS. 1000 · MUM500 · Nessie · Pajero Evo 2+2 · Prototype-S · PX33 · Concept-RA · RPM 7000 · Se-Ro · Space Liner · Sport Truck Concept · Concept-Sportback · SSS · SST · SSU · SSW · SUP · SUW · Tarmac/Tarmac Spyder · Technas · TETRA · Concept-X · Concept-ZT Motorsport Galant VR-4 · Lancer 1600 GSR · Lancer Evolution · Lancer WRC · Pajero Evolution · Racing Lancer · Starion 4WD v • d • e Mitsubishi Motors North America timeline Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 Subcompact Cordia Tredia Mirage Mirage Mirage Precis Compact Mirage Lancer Lancer Galant Galant Sigma Galant Diamante Sport compact Eclipse Eclipse Eclipse Eclipse Lancer Evolution Lancer Evolution Mid-size Galant Galant Diamante Diamante Sports car Starion 3000GT Station wagon Space Wagon Expo Expo LRV Compact XUV Outlander Outlander Outlander Sport Mid-size XUV Endeavor Minivan Vanwagon Sport utility vehicle Montero Sport Montero Montero Montero Pickup Mighty Max Mighty Max Raider || Home| New cars| The Range Colt Lancer Evolution X Outlander Shogun L200 ASX i-MiEV Future models Corporate Sales Contract Hire Motability Export Armed forces Used cars| Find a dealer| Ownership| FAQs Servicing Accident repair Accident aftercare Insurance Accessories Merchandise Recycling Recall About us History Careers Links & partners Recycling Intelligent Motion Get a brochure Book a test drive Arrange a callback View the price list Home Models Technology Specifications Images Videos History Show Brochure and Test Drive Buttons Select a variant: 2.0 Turbo GSR FQ-360 Manual (Petrol) 2.0 Turbo GSR FQ-300 Manual (Petrol)2.0 Turbo GSR SST FQ-300 Automated Manual (Petrol)2.0 Turbo GSR FQ-330 Manual (Petrol)2.0 Turbo GSR SST FQ-330 Post Reg by WRC Devel. Automated Manual (Petrol)2.0 Turbo GSR FQ-360 Manual (Petrol) Click on a specification below to explore the full features of the Mitsubishi Lancer Evolution X. You can choose colours, check the CO2 emissions, tax band and compare different Lancer Evolution X models in the right panel. ENGINE/ELECTRICSPerformanceSUSPENSION AND STEERINGDRIVELINETRANSMISSIONDIMENSIONSWEIGHTS/VOLUMESServicing & InsuranceSTYLING (EXT)FUNCTIONAL (EXT)SECURITYSAFETYAUDIOSTYLINGCONVENIENCEFUNCTIONALLIGHTINGSEATS Engine type 2.0 Litre 16-valve MIVEC DOHC Turbo,, aluminium block with intercooler (4B11)Fuel system Electronically controlled, sequential multi-point injectionDisplacement cc 1998Bore/stroke mm 86.0 x 86.0Compression ratio 9.0:1Max output kw (PS) [bhp] at rpm 264 (359) [354] / 6500Max. torque Nm (lb.ft) at rpm 492 (363) / 3500Emission control type Catalytic converterAlternator V/A 12v/130ABattery V/Ah 12v/44AhAcceleration 0-62 mph secs 4.1Fuel type Super UnleadedUrban mode lts/100km (mpg) 21.9 (12.9)Extra urban mode lts/100km (mpg) 10.5 (26.9)Combined mode lts/100km (mpg) 14.2 (19.9)CO2 emissions g/km 328Front axle McPherson strut suspension with inverted Bilstein shock absorbers, EIBACH springs and stabiliser barRear axle Multi link suspension with Bilstein shock absorbers, EIBACH springs and stabiliser barBrakes BREMBO braking systemMin. turning circle m (ft) 11.8 (38.72)Tyres 245/40 R18 93YWheels 18" Enkei alloy wheels (8.5J)Type Full time 4WD with S-AWCClutch Manual Hydraulic type, single plateLimited slip differential Front helicalTransmission ManualManual 5 speedGear ratios 1st 2.857 2nd 1.950 3rd 1.444 4th 1.096 5th 0.761 Reverse 2.892Final gear ratio 4.687Exterior length x width x height mm 4495 x 1810 x 1480Ground clearance (unladen) mm 135Front mm 1545Rear mm 1545Over hang, front mm 920Over hang, rear mm 935Wheelbase mm 2650Seating capacity 5Fuel tank capacity lts (imp.galls) 55 (12.1)Gross vehicle weight kg (lbs) 2040 (4498)Kerb weight kg (lbs) 1560 (3440)Service intervals Every 10,000 miles or 12 months, whichever occurs first, Initial 1000 mile lubrication service necessary on all Lancer Evolution modelsInsurance group 20AVehicle Excise Duty (VED) band MWarranty 3 year unlimited mileage warranty, 12 year anti-corrosion perforation warranty, 3 year pan-European breakdown & recovery18" Enkei alloy wheels STDAirdam, front, colour keyed STDAluminium bonnet, roof and wing panels STDDoor mirrors and handles, colour coded STDExhaust muffler, sport type STDFront grille, black STDFront lip spoiler, carbon fibre STDPrivacy glass - rear side and rear windows STDRear spoiler, colour keyed, aluminium STDRear vortex generator, carbon fibre STDSide colour keyed air dams STDDiffuser, rear STDDoor mirrors, electrically adjustable, heated and foldable STDFog lamps, front STDFQ-360 power upgrade STDHeadlamps, HID (xenon), auto levelling STDAdaptive front lighting system (AFS) STDHeadlamps, automatic light sensor STDHeadlamp washers STDRemote central door locking STDSuper All Wheel Control (S-AWC) STDTyre inflation kit STDWipers, auto rain sensors STDWipers, variable intermittent with washer, front STDWindow demister, rear STDAlarm, thatcham cat 1 STDImmobiliser, engine STDLocking wheel nuts STDUnique model number badge STDTracker security system, thatcham cat 5 STDABS with EBD STDActive stability control (ASC) STDAirbag SRS, driver's STDAirbag SRS, passenger's STDAirbag SRS, front knee type (driver) STDAirbag SRS, front seat sides x 2 STDAirbag SRS, curtain type STDRISE (Reinforced Impact Safety Evolution) body safety system STDFog lamp, rear STDHigh-mount stop lamp, rear STDISO-Fix child seat mountings STDRear seats integrated head restraints STDSuper All Wheel Control (S-AWC) STDSeatbelts, 3-point ELR x 2 with force limiters and pretensioners, front STDSeatbelts, ELR/ALR 3-pt x 2 and centre ELR 3 point belt, rear STDTyre inflation kit STDAerial, rear roof mounted STDAudio remote controls, steering wheel mounted STDHDD navigation with radio and music server (MMCS) STDRockford Fosgate premium audio STDiPod/MP3 aux input port STDCarpet including luggage area, needle punch STDDoor trim inserts and front centre armrest, cloth, dark grey STDFloor mats, premium type with logo STDGear knob, carbon fibre type STDGear knob, leather-wrapped, black STDHandbrake, carbon fibre cover STDHandbrake, urethane covered STDInterior door handles, chrome STDPedals, sports type, aluminium STDSteering wheel, sports type, leather wrapped STDAssist grip, retractable x 4 STDAir conditioning, climate control STDBluetooth, telephone connection STDBottle holder, front doors STDCup holders, front STDDoor pockets, front STDFloor console box with lid STDGlove box STDIndicators, one touch system STDInterior lamp with map-reading lamps STDIlluminated ashtray and cigarette lighter STDIlluminated ignition keyhole STDSeat belt, warning buzzer STDSunvisors x 2 STDTachometer STDAverage fuel consumption display STDAverage speed display STDDoor mirrors, electrically adjustable, heated and foldable STDElectric windows, anti-trapping, driver's one touch operation STDFuel range indicator STDMulti information display with trip computer STDFog lamps, front STDMap reading lamps with integrated room lamp, front STDFront leather Recaro seats with techno suede inserts STDISO-Fix child seat mountings STDRear seats integrated head restraints STDSeatbelts, ELR/ALR 3-pt x 2 and centre ELR 3 point belt, rear STD Emissions quick check chart 2.0 Turbo GSR FQ-360 Manual (Petrol) £35,999.00 Orient Red M 328g/kmVED for 12 months - First Year Rate*: £950VED for 12 months - Standard Rate**: £435*A new 1st year VED rate will be applied to vehicles registered for the first time on or after April 2010.**The standard 12 month VED rate for all registered cars in this band is shown for the purposes of comparison. Note, figures quoted reflectthe current rate only, and may be subject to change in the future. Quick Links Special Offers Evolution Accessories Mitsubishi Service Plan Evolution Contract Hire Firefox Personas Contact us The Mitsubishi range Colt | Lancer | Lancer Evolution X | ASX Outlander | Shogun | L200 | i-MiEV Data protection Click here to see our privacy statement and data protection information... Legal information Click here to read our legal disclaimer and company information... © The Colt Car Company 2010, All rights reserved || Lancer GSR This site is dedicated to the original 4WD Lancer GSR. It does not contain much information about the Evolution-series Lancers as there are already many sites devoted to them on the web. The GSR is however closely related to the Evo 1/2/3, sharing the same monocoque and many major components. Almost all of the information here was gathered from the web or from the GSR_Evo mailing list at Yahoo (nee:egroups nee:onelist) and while I cannot claim 100% accuracy, the fact that the car was never officially sold here means I have difficulty in confirming some details. If you know of any of the information here to be wrong, please mail me and I'll update the site asap. Confusingly, most Evolution Lancers were designated GSR too. Two specs of Evo were offered, the lightweight RS being designed for easy conversion for rallying and the far more common GSR having creature comforts like electric windows fitted. Any reference to 'GSR' on this site will normally be referring to the ur-GSR, the 1800. To add to the mix there is also an RS version of the 1800 (hello Al!), calling it an GSR RS would be silly so 1800RS it is. I'd like to thank all the people who have helped me compile what you see on this site including Lex, Daniel Cowley, Lon, Hisham Ahrone and Dave Harper. Thanks also to the others who have emailed me with details of their cars, GSRs and otherwise, you know who you are :) Click here for the latest on my GSR Click here for the list of modifications to my GSR Click here for how I came to own a GSR Click here for the largest Lancer GSR image gallery on the web (I think :) Click here for the standard specification Click here for manufacturer's quoted performance details Click here for my car's performance details The GSR was produced in this bodyshape (designated 'CC' by Mitsubishi - very confusing as the model code is CD5A!) from 1992 till late 1995 when the current shape of Lancer was introduced. It was not replaced by the Evolution models, but was sold alongside them as a sort of 'junior' performance version. The only markets where the GSR was officially available were Japan, Australia and New Zealand, although from what I gather, it may have been withdrawn from sale in Aus/NZ before 1995. The new shape Lancer was also produced as a GSR, with a mild power hike to 205ps (from 195ps) and similar body styling (mild rear wing, inoffensive alloys etc.). I've only seen one or 2 of these in the UK which makes them even rarer than the CC models like mine! The main difference between the GSR and the Evo 1/2/3 is the 1834cc engine, designated 4G93 in Mits-speak. This has obvious disadvantages as far as maximum possible hp and torque are concerned, but this has to be balanced with the weight advantage that the GSR has over the larger-engined models. Depending on the model of Evo, the GSR is quoted as being between 50-70kg lighter than the early GSR-spec 2 litre cars. I guess this comes down mostly to the heavier engine. The 4G93 is very receptive to tuning, and from some of the figures quoted at Boost.com, has no trouble in matching the performance of the Evos with relatively little modification. Another major difference is the bodykit fitted. The GSR has it's intercooler and large twin-fan radiator mounted behind quite a subtle grill in the lower front bumper moulding. This combined with the mild rear wing and discrete 14" alloys gives the car a very un-threatening appearance. One of the reasons that I bought a GSR was precisely because of the lack of wild spoilers and intakes, the car doesn't shout 'race me!', or indeed 'nick me!'. Lowering a GSR can help change the look of the car, lending it a menacing mien. A popular addition, especially in Aus/NZ it seems, is an Evo 3 kit. By far the easiest and most common change to the looks can be achieved by fitting a decent set of wheels. The 14" rims fitted as standard do the requisite job of going round and holding the tyre on, but aren't exactly the most 'butch' of wheels. A nice set of 16" or 17" five spokes seems to be the most pleasing combination to my eye. The standard GSR tyre is a 195 and I reckon with tyres wider than a 205, I reckon that there would be too much grip, especially at the back end, and although this is fun in a kind of roundabouts-at-50mph kind of way, I would miss my power-oversteer moments too much :) Driving Impressions Well, what can I say, you put your foot down and it goes! With a quoted 0-60 time of just over 7 seconds, there aren't too many cars that can beat a GSR in a straight line, especially from a standing or slow-speed start (thankyou 4WD!). A minor increase in boost such as mine has, means the extra hp ensures that hot hatches and Vectra V6s never get a look in. Boost comes on strong from just over 3000rpm and remains until about 6500rpm when it begins to tail off as the restrictions of the standard intake/exhaust and turbo come into play. The amount of torque available at relatively low engine speeds means that unless you are in banzai-makinen mood, the upper reaches of the rev counter needn't be used to ensure speedy progress. Of course this is all academic when you come to a corner. Although my experience of cars is relatively limited, the Lancer must be the best handling car I have ever driven. This was vindicated recently on the BBC TV show 'Top Gear' when Tiff Needell tested an Evo 1 against a WRX and a Honda NSX in a bargain Japanese import shootout. Having pronounced the NSX as 'boring'(!) and the WRX as a paragon of understeer, his vote went to the Lancer as the most fun to drive. With torque being split 50-50 front-rear, the initial tendency for the Lancer to understeer is easily quelled with a judicious right foot. This brings the car into lovely neutral stance that'll see you round most corners without incident, despite the fact that you will really be travelling. In lower speed corners, especially in the wet, a more determined prod on the throttle will see the back end drift out and a smile appear on your face. Only a deliberate attempt to get seriously sideways has ever got my palms overly sweaty, but even then, backing off gently meant the car regained it's posture and I continued, only on a slightly wider radius than before :) A big thankyou must go out to my local B&Q, whose excellent obstacle-free car park enabled me to try my hand at some doughnuts before replacing all four tyres a while ago :) After over 2 years and many miles I still love the car, though an Evo VII would be nice :) During that time I have noticed the following: Not many cars have been able to show me the way home. The one undeniable exception was a TVR Cerbera which is one fast car. Going in convoy with other Lancers on December 2000's NW Evo meet was fun, keeping up wasn't the problem I'd envisaged too, though I did turn my discs blue! The fuel economy is terrible! 20-22mpg if you drive with a heavy right foot. I managed 32mpg when taking it easy on the motorway going to the Peak District on holiday. I averaged 27mpg for the holiday overall. Power drifting is fun :))) BMW M3s aren't quite as fast as they're owners would like to think. I still find myself going for 6th gear. The gearing is low (~20mph per 1000prm in top) and is the one thing apart from more power :) that I would change about the car. The government are ripping us off for Super Unleaded. 8p per litre premium over regular unleaded? I don't think so Mr. Brown. Asshole. Whats with the aerodynamics at the rear window? Water just swirls round and doesn't drain away. I wonder if the larger spoilers of the Evo versions have the same problem? With all the attention the Evo VI and latterly the VII have been getting recently, the Lancer has had it's profile raised, I don't have to explain to a lot of people what kind of car I drive now. This is a good and a bad thing. Wish list, future options... After my rolling road experience (plot here) I now know that my car is producing 200bhp and 220lbs/ft, this seems to show that the car is in reasonable nick and is a good basis for getting more power! Induction mods are at the top of my list, a cold air airbox replacement will be done sometime. After that, well the standard turbo only has so much life left in it so I reckon that instead of getting an exchage stock TD04, a hybrid will have to be fitted instead :) the extra cost is more than justified! 1993 Mitsubishi Lancer GSR Specifications* 4 door saloon 1.8 litre 16v fuel-injected 4-cylinder engine, tranverse mounting Turbocharger running 10 psi with intercooler Permanent 4 wheel drive with centre viscous differential. 4 wheel independant suspension. Front: Struts, coil springs, anti roll bar. Rear: Multi-link independant, coil springs, anti roll bar 5-speed manual transmission Vented discs (front), discs (rear) Alloy wheels Rear spoiler with integrated LED brake light Power Steering All round electric windows Electric mirrors (with neato fold-flat feature :) Full climate control Remote central locking Rev counter (7500rpm redline :) Recaro Seats Funny little green lights on the front wings (these are standard for Japanese-spec Lancers) 2 cup holders (wahey!) Back to Top Modifications (mostly carried out by my unknown Japanese friend) Lowered springs, GAB rebound-adjustable dampers 16" Adik't Highs with 205/45 rubber Boost increased to 0.8bar Cusco alloy strut braces (front and rear) Omori 1 bar boost gauge Be-Time turbo timer 2�" stainless exhaust system (catback only I think) Leather Momo steering wheel and gearknob Thatcham category 1 alarm/immobiliser Sony 10 CD stereo Razo alloy pedals Back to Top Mitsubishi performance figures for standard Japanese Specification GSR Power 195 bhp at 6000 rpm* Torque 200 lbs/ft at 3000 rpm* 0-60mph - tbc Standing quarter-mile - tbc Top speed - 112mph limited, ???mph unrestricted Weight - 1170kg * - Amended after the difference between the Australian and Jap specs came to light recently. Mitsubishi performance figures for standard Australian Specification GSR Power 192 bhp at 6000 rpm Torque 185 lbs/ft at 3000 rpm 0-60mph - 7.4 seconds Standing quarter-mile - 15.4 seconds Top speed - 137mph Weight - 1190kg Back to Top Performance figures for my car Power 200 bhp at 5940 rpm Torque 220 lbs/ft at 3840 rpm 0-60mph - tbc Standing quarter-mile - 14.9 seconds with a shit start and a window open! Top speed - 112mph (still limited!) Back to Top Latest 2nd October 2004 - I'm back! I am now the proud owner of a silver Mitsubishi Lancer GSR Evolution! It's gone! I sold my GSR, I am now a man without respectable transport! 10th October 2001 Got new custom exhaust fitted, pics here 2nd March 2001 Star Performance in Glenrothes was the site of my first ever rolling road experience and what a blast it is too! Simply being near a tuned car at 6000rpm is enough to get your heart racing, when it's you car on the rollers it feels like you're about to do a bungie jump or something :) For �30 I got 2 runs and as was the case for almost everybody on the day, my first run was the best: 200bhp @ 5940rpm, 220lbs/ft @ 3840rpm. Not too bad considering the standard figures are 192bhp and 185lbs/ft. The second run was down due to rising intake temperatures and showed 197bhp and 206lbs/ft. Unfortunately the printouts were done from the second run (as they were taking one car off and strapping another in) so I don't have proof of my best run!. Click here for a plotted graph. I reckon the nice fat torque increase is due to the boost and exhaust mods, but the power figure was suffering from the oem induction setup and the old plugs (just worked out they've done nearly 8000 miles! Ooops!) 30th January 2001 6 months! - I really should get down here more often! I got a new battery, the old one was shot to bits. The specs for a standard GSR battery are 270CCA (cold cranking amps) 50RC (50A residual current) and mine have been BCI group 54 (small terminals - important!). If you know anything about car batteries you'll know that this like a Micra battery, is ridiculously small for an 1800 with loads of ancillaries like climate control. If I can, I'm going to try and find a larger capacity battery that fits right in. Reversed my dump (BOV) valve yesterday too, not much of a difference except for inital spoolup. Boost now comes in really quickly and off-boost the car feels so much more responsive. If this is an indication of what a real dump valve can do, I'm going to gets me one! I guess the valve was leaking a bit, reversing it has reduced the effect of that. At full chat it might hold on to boost slightly longer, but the limitations of the plastic valve, TD04 turbo and induction setup (standard) show in the end as boost tails off after 6500rpm. 27th June 2000 Got wheels and tyres fitted, guy eventually put on Z-rated 205/45s to make sure I didn't have any probs :) Pics up soon hopefully. Also put Tyre-size program in download section, very handy indeed! 25th June 2000 After discovering some majorly uneven wear on my o/s/f tyre, I've had to bite the bullet and spring for new tyres. Considering the damage to the n/s/f wheel and the fact that the other tyres were incorrectly rated and needed replaced soon anyway (at least that's what I told Sharon :) the best option seemed to be get new wheels and tyres together as a package. I settled on getting 15" as a compromise between cost and sexy looks. I hunted around Glasgow for places that might be able to supply and fit them on Saturday and ended up at a place on Great Western Road who said that yes, they could get wheels in on Tuesday (they all claimed that) but then seemed to remember that he had a cancelled order for 16"s sitting around that would fit! Woohoo! They were Adik't High (I hadn't heard of them either) and are a rather tasty 7-spoke design with an inset rim, which I like. The tyres are some Jap brand, but they are H-rated and look the biz, I'll sort them out when I've got more money. Basically, the guy said I could have them for �500, so we went for lunch to discuss it. After considering that 15"s would cost at least �450 and 16"s were looking like hitting �650, I managed to convince my better half that it was a bit of a bargain and we went back. I twisted the guy's arm and got him to chuck in a set of locking nuts for the same price and he agreed. He said that he would do a trial fitting and if they needed machining to fit he would loan me a set of wheels till he got it done. After fitting it looked like the rears would fouls on the arch, a short drive confirmed this. With the wheels having a 38mm offset he calculated that 45mm would be more like it, something that others have agreed with. He fitted a set of OZ Saturn Plus and I stormed off down the road with the promise that he'll get my wheels machined on Monday :) With the new tyres (my first decent ones on the car) I am amazed that tyres can make such a difference to the ride of the car. basically, I have been crashing and banging my way around for at least 6 months now, but I never realised because the change was so gradual. Once I go back tomorrow to get the 16"s fitted, I'll try and get some pictures in at work on Tuesday, you never know I could finally have some new pics! 10th February 2000 Join our GSR and Evo mailing list at http://www.onelist.com/community/gsr_evo 7th January 2000 Well, if you haven't already, check out the results of my pre-christmas experiment to fuse alloy and kerbstone. Needless to say, it didn't work and I'm now looking for a new set of bowlies :( I've also had feedback from some GSR owners questioning the performance figures quoted on this page. The figure of 15.4 seconds for the 1/4 mile was pulled from a site that looked like it had been complied from an original brochure. Hisham Ahrone has told me about his friend's completely stock GSR which consistently pulled low 14s. Maybe the 15.4 was for 0-400m, not too much different?? 7th November 1999 I'm currently racking up the miles driving Sharon into work every morning, and this means that I'm overdue a service and it shows :( When I eventually get another job, this will have to be one of my first priorities. Mind ye, if I don't start earning soon, I'll have to sell the car and this site will be no more! LTR track day at Cadwell park looked like as good as it promised, there are some pics over at the LTR website. 12th October 1999 Got my Lancer Turbo Register membership back. Membership gives you an excellent quarterly newsletter and if you can afford to run a turbocharged car, �20 a year isn't much too much to ask, you even get a sticker for your car! Although this club was started for the original Lancer Turbo, nowadays membership includes almost every type of turbo'ed Mitsubishi, including an astonishing number of Evo VIs. As with most of these type of things though, living in God's Country has it's disadvantages. There is a track day at Cadwell Park on the 22nd of October, but with my recent lack of earnings (thankyou Mach-Ten!) and the travelling distance involved, attending isn't really an option. Too bad, the pics and videos (on the LTR website) make it look well worth attending, and unlimited marshalled tracktime is only �40. If you are a member of the LTR and live in the Central Belt, get in touch! Also, after experimenting with the difference between normal (so-called Premium) 95-RON unleaded and 98-RON Super Unleaded, I have discovered that there is a marked difference between the two. Both pick-up and maximum power are noticeably improved using the Super Unleaded. I had been advised to run consecutive tanks of each fuel to 'retrain' the ecu, but the gap in performance was apparent not long after I left the forecourt. This should come as no surprise as Japanese performance cars are designed to run on the locally-available 100-RON unleaded, but I didn't expect the performance gap to be as big. The main reason for finding this out was that since realising that my Lancer ran ~20% more boost than normal, I didn't want any detonation and 'rearranged internals' spoiling my party :) After trying the different petrols, I decided to see if there would be any more gains to be made using 100-RON fuel as intended. Of course this isn't available in the UK, so I got hold of some octane booster and added 500ml to a nearly full tank of super unleaded. This was to have the effect of increasing the RON to about 100. All I can say is WOW! You've heard of the slogan 'put a tiger in your tank', well this stuff must put a bloody tyranosaurus in there. There was as much a difference as between the normal and super unleaded. I will definitely be keeping some of this stuff around. There is a temptation to use it all the time, but at �6.20 a litre (enough to bring 2 tanks of super up to ~100-RON) it's not exactly cheap. If you have a Lancer and would like to share any info, or if you think I can help in any way, mail me. Home | Index || Search the site About us Contact us New car deals Home News Road Tests Launches Features Gallery Insurance Used Cars New Cars ROAD TEST: Mitsubishi Lancer Evolution X FQ-300 GSR SST by David Finlay (21 March 2008) View technical info Engine 1998cc, four cylinders Power 290 bhp @ 6500 rpm Torque 300 lb ft @ 3500 rpm Transmission 6 speed semi-auto Fuel/CO2 26.2mpg / 256g/km Acceleration 0-62mph: 4.7sec Top speed mph Price From £28,999.00 approx Release date March 2008 Love this car? Request Brochure Test Drive Best Deals For once, the word Evolution is completely inappropriate. Mitsubishi has been selling Lancer Evos since 1992, and you could more or less draw a straight line from the IV to the IX - certainly the VII, VIII and IX were effectively the same car, though with an incredible number of tweaks and modifications. According to the Roman numbering system, the Evolution X should be more of the same, but although it follows exactly the same concept it is a world away from anything that has gone before. We'll see why shortly, but first it's worth establishing just what the name of the test car means. With the introduction of the Evo X's engine - a two-litre turbo as before, but a completely new unit developed by Hyundai/Kia - Mitsubishi has departed from recent practice by slightly overstating the power output in the car's title. This one, for example, produces a maximum of 291bhp (which, to be fair, is still rather a lot), while the FQ-330 and FQ-360 pump out 324bhp and 354bhp respectively. GSR refers to the trim level. You can buy GS versions of the Evo X, but for an extra £2500 you can opt for the higher specification which includes satellite navigation, a 30GB music server, a Rockford Fosgate audio system with iPod/MP3 auxiliary port, personalisation of the wiper, folding door mirror and interior light delay systems, among other things, and a more comprehensive set of vehicle data displays such as an advanced trip computer. Actually, if you buy an SST you can only get it in GSR specification, and only with the 291bhp version of the engine. SST stands for Sports Shift Transmission and it refers to the twin-clutch electronically controlled manual gearbox (very much like Volkswagen's DSG) which can be operated automatically in any one of three modes, though when you reach the twisty stuff you're more likely to change gears manually using either the gearlever or the paddles mounted behind the steering wheel. I've rattled quickly through all this background information because to me - and I hope you're of a similar mind - the whole point about a Mitsubishi Evo is what it's like to drive. Well, from the very first second of the experience it's clear that a lot has changed in Evoland. The engines of the previous models all barked into life when you started them up, but this one just starts humming in an unexpectedly subdued manner. If you were expecting an aural treat, you're not going to get one now, and you still won't get one if you take the engine to its limited maximum of around 7000rpm; even up there it sounds very ordinary. And what's this? Evos of the past - even the later ones with their more subtly-tuned suspensions - invariably rode in such a way that touching a cat's eye felt like you'd fallen down a mineshaft. You didn't mind because that's what Evos were like, and you knew that the astonishing handling was going to provide more than enough compensation. In this case, the ride is soft, well-controlled and not remotely like that of a competition car. Long-standing Evo fans may find this hard to credit, but the FQ-300 doesn't even feel much more sporty in normal everyday driving than a standard Lancer. So this is an Evo in which you can hear yourself think, and in which you are not worried that your spine is going to snap if you happen to drive over a discarded crisp packet. It can't be true that, with the tenth-generation Evo, Mitsubishi has gone soft, surely? Can it? Not entirely, no. The basis of the car is Mitsubishi's Project Global platform which was introduced in the Outlander SUV, and although that might not seem like a particularly promising start there is really nothing to worry about. The level of grip is immense, even on damp and slippery roads, and there is no obvious difficulty (or even the faintest sign of it) concerning a heavy application of throttle at the apex of a tight corner. Oh, and although 291bhp might be on the low side for an Evo, it's enough to make the car feel very quick on interesting roads. The smooth ride quality I mentioned earlier is maintained even in hard driving, and in fact the FQ-300 feels about as threatening and difficult to control as a three week-old kitten. Turn-in does not feel as sharp as it did in the earlier cars (though you soon realise that the front end actually does dart into bends - it's just that you don't get that message through the steering wheel), and the change of attitude depending on how much throttle you're using, which was a major feature of previous Evos, has been all but ironed out. The SST transmission is very effective, though in my experience so far not entirely consistent. That may have been down to individual settings in the test car, but for the record the most obvious peculiarity happened every time I accelerated hard out of a second-gear corner and shifted up through the gears manually; the change from second to third was lightning fast, but third to fourth took about twice as long. Fast standing starts also showed that it's possible to ask SST to change gears more quickly than it's prepared to do. On two occasions I flicked the right-hand paddle as rapidly as the acceleration seemed to require to go through the gears from first to fourth; SST didn't respond as quickly as I'd hoped, and the Evo sat on the revlimiter in second for a while before catching up, achieving very little in that time apart from making quite a lot of noise. Despite all that, I did quite like SST, though I think I would prefer a more conventional gearbox, which would save £2000 and provide better fuel economy (though Mitsubishi doesn't claim a straightline performance advantage either way). And I do like the FQ-300 as a whole. It's enormously capable, goes very fast, makes light work of hard corners in less than ideal conditions, and is quite a lot of fun. But I'm not sure how impressed the hardcore fans will be. Previous Evos were given an increasing amount of electronic control, as Mitsubishi attempted - with riotous success - to make an up-to-date high-performance car from ageing basic material. The Evo X is a 21st century car with even more control systems, and all the drama has been taken out of it. Every other Evo I have tested has made me feel that I had been given a fantastic set of tools, and it was up to me to use them as ably as I could. With this new one, it seems that all the work has been taken in-house, and there is nothing left for the driver to do. There is an upside to this: the new FQ-300 is surely the safest Evo there has ever been, and beyond dispute the most user-friendly - you would have to be a special kind of stupid to get into serious trouble with it. On the other hand, I drove the car hard on fantastic roads I know very well, and at no stage did I feel the slightest surge of adrenalin. The FQ-300 is brilliant, but it's not exciting, and for that reason I can't imagine that it will ever be considered as one of the classic Evos. Mitsubishi Gallery Mitsubishi Road Tests More Road Tests Request brochure All the choice and model options delivered straight to you. More info Request test drive Try this car before you buy - get a test drive from your local dealer! More info Find Best Price If you know the car you want, then it's time to find the best deal. 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