UP CLOSE & PERSONAL : EVO III

Introduction of Evo III

– The Lancer Evolution III 1st appeared in 1995

– Reducing lift and improving cooling performance became priorities. – The new Evo proved to be superior to its’ rivals, with its unsubtle larger rear wing, and front airdam with brake cooling vents, helping it along. – With the larger rear wing, down force was increased, without increasing the drag.– These improvements were rendering the turbo, a TD05H-16G-7, as a liability. – Compressor efficiency was taking a dump at higher engine speeds, adversely impacting volumetric efficiency. – Mitsubishi swapped the old 60mm 16G compressor wheel for a more suitably sized 68mm 16G6 wheel. – The exhaust was redesigned again for less backpressure. – With these improvements and another bump in compression ratio to 9.0:1, power increased to 266 hp at 6250 rpm, while torque stayed at 228 lb-ft. – Engine response was improved by the further development of the Type 4G63 engine 1st used in the Lancer EX2000, with the Post Combustion Control System in particular.– This develpment helped to make up for the loss of top end power, brought on by the regulation air restrictor.– Mitsubishi still had it’s mind focused on the Asia-Pacific Rally Championship (APRC), with the WRC taking a backseat.– The new Evo III was thrown into competition from the 1st round, the Rally of Indonesia, rather than on a WRC event.– Mitsubishi collected both the Manufacturers and Drivers Championships, after a successful run in the Rally of Malaysia Rally, concluding with the last round in Thailand Rally.– The Evo III won on its 3rd outing, the Rally Australia.– With the introduction of Tommi Makinen to the Mitsubishi fold, the partnership between man and car was to prove formidable.– Makinen won his 1st WRC title and brought Mitsubishi a well deserved World Championship.

In “Origin of the Species,” Darwin argued that certain organisms would prevail against their competitors over time through change and diversification. He called the process natural selection. It predicts the strongest will survive and propagate.

Darwin’s theory has been proven many times. Take, for example, the Mitsubishi Evolution. It has ascended through a decade and a half of development and improvement to become today’s definitive performance compact. Originally built for Group A rally homologation, the first Evolution (Evo I) was developed to continue Mitsubishi’s winning tradition on the WRC circuit established by the Galant VR-4. Like the VR-4, the car combined a turbocharged engine and all-wheel drive, but used the small, lightweight Lancer chassis. Fourteen years have passed since initial production of the EVO I, and with them seven successive Lancer generations.

Despite radical improvements to the vehicle’s overall performance in that time, much of the Evo’s fanatical fanbase remains attached to the early cars, which are considered most faithful to the Evo I’s concept of a fast, lightweight rally vehicle. A new, reinforced chassis and long list of technical refinements came with the car’s fourth generation and pushed the car’s curb weight dangerously close to 3,000 lbs.

Caymen Islands resident, Anthony Pacheco, has owned nine right-hand-drive JDM Evos, none newer than the third generation. This white Evo III is his most recent.

Pacheco became an avid Evolution collector through his friend Tony Williams, a fellow enthusiast who runs a specialty importing and tuning business in the Caymen Islands. “I met Tony before his automotive business actually got started,” Pacheco recalls. “My first car [from Williams] was a supercharged Toyota AE86 Levin, and after that, I got a 1.8-liter turbo Lancer.”

After he’d had his fun with the Lancer, Pacheco decided to upgrade to the Evo I, and became hooked from the first moment he stepped on the throttle. Though he admires the late-model designs, his enthusiasm for the platform is confined to its first three generations. “Weight issues are a big thing for me,” Pacheco says. Even though the later engine configurations make more power.”

Williams and Pacheco secured the pictured Evo III from an unnamed source in Japan. The car had already been upgraded in many areas and required precious little tinkering to set it up for drag racing, which is big in the Caymans. At one time, however, Pacheco believes the EVO was some sort of circuit racer or time attack competitor.

It may seem strange, but the extent of the work done to the car when Pacheco took delivery isn’t an entirely known thing. “The invoice we got with the car said that HKS Kansai service center did $25,000 worth of work,” Pacheco testifies. “We’re not sure what the split is on parts and labor, but labor is known to be very expensive in Japan.” To begin with, Pacheco says there’s evidence the head has been completely rebuilt from the inside out. HKS cams, gears, valves, springs and retainers are all present, as well as complete porting and polishing. There’s an HKS intake tract and blow-off valve, as well as HKS downpipe and full cat-back exhaust.

Pacheco admits he played around a bit with the fuel system and boost, adding an HKS EVC 4 electronic boost controller to increase airflow an adjustable fuel pressure regulator to supply adequate fuel. When he first got the car, there was also a small boost-leak issue he had to identify and fix, but aside from that the car ran as reliably as you’d expect, which is perfectly, aside from a mildly lumpy idle imparted by the hot HKS cams.

Other drivetrain modifications include revised front and rear differentials, a Cusco diff up front and a 1.5-way Cusco diff in back, a lightened flywheel and twin plate clutch. Beneath the car’s panels, Cusco’s high-performance Comp Zero 2R coil-overs and Cusco polyurethane bushings have replaced the factory equipment. Identical to Cusco systems used on WRC competition vehicles, the system incorporates five-way ride adjustment and plates for camber adjustment. The brake assemblies have retained their stock configuration, and wheels are 16×7-inch Advan RG alloys wrapped in Dunlop racing slicks.

Since the Evo III is inherently a pure performance vehicle, stressing weight savings over high-tech electronics and form over function, adding wild aerodynamic treatments or ear-bursting stereo components would be tantamount to sacrilege. Pacheco has kept his example as clean as it was on the day of delivery. It does wear a new HKS front bumper cover, but in all other aspects retains a factory Evo III appearance. The absence of a rear wing is particularly notable, and Pacheco plans to keep it that way.

Within the cockpit, a pair of Recaro SPG competition buckets has replaced the front seats, a MOMO steering wheel has replaced the tiller, and a Pivot gear knob has been screwed proudly into place atop the factory shifter. To assist in tuning, Pacheco added a trio of AutoMeter gauges displaying EGT, boost and fuel pressure. For enhanced listening enjoyment, a Pioneer head unit has been placed in the dash as the only stereo upgrade. And in case the unthinkable should happen, a six-point Cusco roll cage has been welded into the chassis.

At the time our pictures were taken, the forced induction hardware remained O.E. spec, from the turbo to the front-mount Evo intercooler. Since that time, Pacheco has laid plans to upgrade the system with a DN Performance tubular exhaust manifold and hybrid SBR-M60 turbo, a larger unit with a modified Td06 compressor cover with a huge 3-inch inlet capable of flowing up to 30 psi to make up to a claimed 500 hp in certain applications. Once this is bolted in place on its new manifold, Pacheco plans to revise the fuel system with larger injectors and retune it using his HKS Super AFR piggyback fuel management computer. Though today he remains uncertain about the car’s official power output, he has timeslips from his local drag strip to prove its performance. His best time so far stands at 11.86 at 115 mph.

Engine

Engine Code	4G63
Type	Inline four, iron block, aluminum
	head, turbocharged and intercooled
Internal Modifications	HKS cams, valves, valve springs,
	retainers, cam gears
External Modifications	: HKS intake, downpipe, cat-back
	exhaust, intercooler piping
Engine Management Mods	Adjustable fuel pressure regulator,
	HKS EVC 4, HKS Super AFR

Drive Train
Layout	Transverse front engine,
	all-wheel drive
Drivetrain Modifications	Cusco front and rear differentials,
	HKS twin-plate clutch

Suspension
Front	Cusco Comp Zero-2R coil-overs
Rear	Cusco Comp Zero-2R coil-overs

Exterior
Wheels	16×7 Advan RG
Tires	225/50-16 Dunlop slicks
Body	HKS front bumper

Interior

Cusco six-point roll cage, Recaro SPG seats, MOMO steering wheel, Pivot shift knob, Pioneer head unit

UP CLOSE & PERSONAL : EVO IV

The Mitsubishi Lancer was first introduced in 1973, and since that time more than six million examples have been sold. It has carried many different names, sold by different manufacturers, and come in different shapes and sizes. Since the cars inception, it has proven to be a solid competitor in rally competition. It has been a very versatile, and capable automobile.

When first introduced, it joined Mitsubishi’s other models which included the Galant, their compact car, and the Minica kei car. The Lancer fell into ranks between these two models, serving as the company’s lower-to-middle class vehicle. When introduced, it was offered in twelve different trim levels, included the base 1.2-liter sedan, and ranging towards the rally-prepared 1600 GSR. Two bodystyles were offered, the 2-door coupe and the 4-door sedan. There was also a five-door station wagon, but the production levels on this never reached very high. A hatchback was added in 1975, called the Mitsubishi Lancer Celeste and offered with either a 1.4- or 1.6-liter engine. A 2.0-liter unit was later added.

The second generation of the Mitsubishi Lancer was introduced in 1978 and remained in production until 1983. The only bodystyle offered was the four-door sedan; two engine sizes were available, a 1.4- and 1.8-liter four-cylinder unit. The big news for this generation was the addition of the Lancer EX, which brought with it a turbocharger for the 1.8-liter engine.

In 1982 the next generation of the Lancer was introduced. A new model was launched, dubbed the lancer Fiore and based on the Mitsubishi Mirage. This generation of the Lancer was offered in a 3-door hatchback, 4-door sedan, 5-door hatchback, and five-door station wagon. The 1.6- and 1.8-liter engines were still available. A diesel version was introduced, and fuel injected and turbocharged versions were offered.

The station wagon was added in 1985, and it was followed quickly by a four-wheel drive version.

In 1988 the next iteration of the Lancer began, and would persist until 1992. The design changed; the car became less boxy, and more aerodynamic in appearance and principle. The edges became more round and modern. The shape followed the design of the Galant.

By now, the Lancer name was being shared with the Dodge Lancer, which was being sold in the United States by Chrysler Group. In Japan, the model was known as the Mirage Aspire.

This generation of the Lancer was sold as a 3-door hatchback, four-door sedan, and 5-door hatchback. Front and four-wheel drive was available.

In 1991, the differences between the Mirage and the Lancer became even greater, though both were still built on the same platform. In the North American market, the Lancer was sold as the Eagle Summit.

A V6 engine, which displaced just 1.6-liters, was introduced and powered the Mirage, along with other Mitsubishi cars. It would even become the power source for one of the HSR Concept vehicles. This V6 engine was the smallest mass-produced V6, a title it retains to this day. Other engine options included a 1.3, 1.5, 1.8, and 1.6-liter four-cylinder engines. The 1.3 and 1.5-liter versions were SOHC while the rest were DOHC. The 1.8 was created in both SOHC and DOHC fashion. The standard gearbox was the five-speed manual, with the four-speed automatic being sold as optional equipment.

The big news was the Lancer GSR, which had a high-performance turbocharged engine and would form the groundwork for the Lancer Evolution, commonly known as the Lancer Evo, which began in September of 1993. The Evo used the drivetrain of the Galant VR-4 rally car, and would soon prove its potential as a high performance competition machine.

All of the Lancer Evolutions has shared a two-liter, turbocharged engine and four-wheel drive system. The Evolutions, prior to version V, are the officially-approved models for Mitsubishi’s efforts in the World Rally Championship’s Group A class and SCCA Pro Rally Championship. The cars are built on the same platform as the other Lancers, but given many performance upgrades and mechanical improvements.

Lancer Evolutions continue to race in Group A and Group N classes.

The seventh generation of the Lancer was introduced in 1995 and produced until 2000. It continued the Lancers successful formula of enjoying strong sales throughout the world. In Japan, the name for the sedan and wagon continued as the Libero; related Mirage models were still available. The Coupe was known as the Mirage Asti in Japan, and the Lancer Coupe in the rest of the world.

Engine Under the Hood

All aluminum construction. Transversally mounted.

In-line 4 cylinders model 4G63 Turbo. Bore: 85mm Stroke: 88mm, 1997 cm³ , water cooled. Compression ratio: 8.8 Maximum output 280PS @ 6500rpm, maximum torque: 36Kg/m @ 3000rpm. ECI-Multi fuel injection system. Water cooled IHI turbocharger, max boost pressure: 1.2 bar.

Transmission

All wheel drive Ferguson layout. Center and rear viscous couplers. Epicyclical center differential with 50-50 % F/R torque distribution.
Final drive ratio: choice between 4.529, 4.875.
Five speed fully synchronized gear box.

Gear ratios / Max speed@7000RPM :
(4.875 | 4.529 final drive ratio)
1st :2.785 / 60.93 | 65.59km/h
2nd :1.950 / 87.03 | 93.67km/h
3rd :1.444 / 117.52 | 126.5km/h
4th :1.096 / 154.84 | 166.67km/h
5th :0.825 / 205.7 | 221.42km/h
R :3.416
0-100Km/h: 5.5s
Top speed: 193Km/h

Single dry plate power assisted clutch. Rack and pinion steering, variable power assistance.

Suspension

Front : Independent McPherson struts lower wishbone, coil springs and gas shock absorbers, antiroll bar.

Rear : Multilink layout, coil springs and gas shock absorbers, antiroll bar.

Brakes

Front: Vented disks 1 pot floating calipers.

Rear: Vented disks 1 pot floating calipers.

ABS (6 sensors).

Chassis : Monocoque steel construction.

Wheels : 6″x15″ wheels, 205/60ZR15.

Dimensions

Length: 4330mm
Width: 1690mm
Height: 1415mm
Wheelbase: 2510mm
Front track: 1470mm
Rear track: 1470mm
Laden weight: 1350Kg

UP CLOSE & PERSONAL : EVO V

Mitsubishi is a relative newcomer to the World Rally Championship but the company has already been extremely successful. It took a lot of enthusiasm and effort to bring the Lancer to its current version, the Evolution VI, the latest and most impressive incarnation of all street legal 4 wheel driven turbocharged cars. The company’s first attempt at the WRC title was incarnated by the Mitsubishi Galant with some success in 1991 and 1992.

The first Lancer to compete in the WRC appeared back in 1993 at the Monte Carlo Rally. It was then driven by Armin Schwarz and Kenneth Eriksson. This first version was soon to be followed by the Evolution II of the Lancer which made its debuts at the 1994 Monte Carlo Rally no longer than a year after the initial version was introduced. The celerity with which the next generation was introduced denotes both the determination of the Japanese company to be as competitive as possible very quickly as well as the seriousness of the involvement of Ralliart the company that is responsible for building the rally cars. Ralliart, an England based company, is run by Andrew Cowan. The Evolution II was driven by Kenneth Eriksson and Isolde Holderied. Next came the famous Lancer Evolution III which debuted at the Corsica Rally in 1995, a year and a half after the introduction of the Evolution II. This version (the evo III) is, to this date, a hard to beat contender in the GroupN class. The evo III was driven by Andrea Aghini at its debut rally.

Mitsubishi Evo RS Type

By the end of the 1995 season the FIA regulations authorized the WRC class cars to compete. Mitsubishi did not find any particular interest in this formula and continued to produce GroupA rally cars. The company’s reply to WRC cars was the Lancer RS Evolution IV. This was an awesome car that contained some of the most bewildering technology ever to be available on sale on any manufacturer’s catalogue. The evo IV was introduced at the 1997 Monte Carlo Rally, driven by Tommi Mäkinen and Richard Burns.

After running alongside the WRC cars for almost a year and allowing Tommi Mäkinen to be the World Rally Champion, the Lancer Evolution IV was replaced by the Evolution V at the beginning of 1998. By then it was difficult to differentiate the Lancer Evo V from a WRC car. It had the same width as WRC cars had and some of the modifications applied to the Evo IV, in order to produce the evo V, clearly put the evo V in the WRC class. The Lancer Evo V was still a GroupA class car though which means that at least 2500 Evo V had to be produced in order to comply with the FIA rules. This was very good news for rally car amateurs since it meant they could, theoretically, buy a Lancer Evo V. The bad news was that all evo V cars were reserved to the Japanese market and although they could still be purchased from other countries this could only be done through personal import channels. Personal import procedures are very dependent upon the country of import and span from easy to impossible passing from complex and extremely expensive.

Of all the successive evolutions of the Lancer the most significant ones were the Evolution IV and evolution V. Introduced in the Evolution IV was an engine rotated by 180°, compared to the Evo III, so that the gear box was relocated on the left side were the driver sits. This positioning offered a better balanced weight distribution. This engine orientation was maintained on the Evo V and later models. The Evo V’s main innovations come from a heavily upgraded engine management system, a relocated and upgraded intercooler, new aerodynamics, upgraded brakes and of course a totally redesigned suspension layout. This last point is, naturally, the most noticeable change in the Lancer. The front and rear tracks where increased by almost 4cm. The Evo V was clearly designed as a tarmac spec car. This fact denotes RalliArt‘s effort to keep up with the WRC class cars. A funny episode of the Evo V’s young career is that the initial prototype which obtained FIA‘s homologation had wheel arches that were too small to fit the 18 inch rims of the rally spec car. Mitsubishi had to obtain the agreement of all the other WRC teams in order to modify this detail.

The Chassis

As mentioned earlier the new evolution V was designed, mainly, as a tarmac spec car. Mitsubishi and RalliArt have, however, redesigned many mechanical parts in order to allow changing them very rapidly. This fact proved extremely useful during the evolutions V’s first rallies. The tracks have been widen by almost 4 cm (3.5 cm at the rear). The suspension attachment points have been relocated in order to allow more suspension travel. Suspension travel is still a problem though with only 163mm front and 160mm rear travel in tarmac spec. Bigger brakes have been fitted. The sophisticated, multi-link, rear suspension of the Evolution IV has been maintained. Additional welding points have been applied to the car’s body which provide even more chassis rigidity to an already extremely rigid shell. Note that the new car can very easily be transformed to gravel spec. In this configuration it is, however, a little less agile than the Evolution IV was. Some suspension parts are now made out of aluminum alloy as are the bonnet and front wings !

The Transmission

Not many differences here, mainly detail work. A self-locking front differential has been fitted in the front axle so now all differentials are self locking. The gear box ratios of 3rd, 4th and 5th gear have been shortened. The maximum speed the car reaches now is 180 Km/h. This is clearly a very short final ratio which favors acceleration. Although the Evo V gear box is essentially the same to the one used in the Evo IV all pinions have been reengineered in order to reduce the overall inertia and are now heat treated. The transmission oil circuit holds now a radiator to which is applied a water spray for additional cooling. Finally the mounting points of the rear differential on the chassis have been taken further apart in order to be able to cope with the additional engine torque.

The Engine

Not that many changes here neither. The mechanical parts are essentially the same except for the pistons which were redesigned. The engine’s bore has an additional 0.3mm mainly to improve on piston sealing and blow-by. The compression ratio has been lowered by 0.2 for improved reliability and to allow more turbo boost pressure without causing engine knock. The intake manifold has been shortened, as compared to the one on the Evo IV, in order to improve its gas flow characteristics in high engine speeds. A new, slightly bigger, turbocharger has been fitted (provided by the Japanese manufacturer IHI). The major change in this field is in the engine management system. The new ECU has now double the memory and processing power than the Evolution IV unit had. This allows for far more refined engine management strategies which now take into account many more parameters to calculate the correct fuel quantity and duration of the injection cycle. The new unit proves very useful in the rallying version of the car. A new and huge intercooler has been fitted and relocated just below the front bumper. A water spray projected on the intercooler provides additional cooling.

The Aerodynamics

Mitsubishi has taken special care to lower the aerodynamic drag and better the engine bay air flow. There are now two openings on the bonnet. The front bumper is almost non-existent as it is filled with openings and holes everywhere. The lower blade spoiler that was present in the Evolution IV has been dropped. It is replaced by a newly designed lower front bumper. The rear wing spoiler has been completely redesigned and its blade is adjustable in four positions that go from simple to double the down force generated.

The Handling

The new evolution V of the Lancer is much more neutral than the Evolution IV was. The new transmission, the redesigned drivetrain and the better performing engine management all contribute to lower the understeering character of the previous version. The car now displays a neutral to slightly oversteering handling character.

Overall the new evolution V is a finer version of an already extraordinary car. Its commercial success in Japan is simply huge. Mitsubishi produced, initially, slightly more than 6000 examples of the Evo V and all were instantly sold out. A total of 7500 orders came in and the company okayed the production of 1500 more cars. Unfortunately if you live outside Japan there are little to no chances you’ll ever be able to put your hands on a Lancer evolution V.

The Lancer evolution V, like its predecessor, is commercialized in two versions: the GSR and the RS. The latter is essentially a striped down version of the GSR. It has no airbags, no electric windows, a very spartan interior and a mechanical rear differential. The GSR version features an electronically controlled rear differential, which attempts to reproduce what is available in the competition versions, with little success. The RS version of the car weights 90Kg less than the GSR and is clearly destined to become a GroupN rally car. The conversion shouldn’t be very expensive given the sophistication already built into the base version.

The Mitsubishi Lancer Evolution V is currently the only GroupA car to be part of the race for the World Rally Championship title. All its adversaries are WRC class cars. Mitsubishi managed, however, to get the best of both worlds. The Evo V uses the same dimension limits FIA rules will allow for WRC cars, regarding its width for instance, but still takes advantage of the “flexibility” allowed for GroupA cars. Its predecessor allowed Tommi Mäkinen to become the 1997 WRC champion proving Mitsubishi’s choice to stick with GroupA a wise one. The new definition of the Lancer being mainly targeted to tarmac rallying might have been a poorer choice since most WRC rallies are run on gravel or snow. Mitsubishi and Tommi Mäkinen brought proof on the contrary becoming world champions for both the drivers and manufacturers titles in 1998 with the Evolution V in only its first racing season. Further developments of the Lancer on Mitsubishi’s blueprints have produced their next WRC contender, the Lancer Evolution VI, which will still be a GroupA spec car. In the GroupN category the Lancers have been simply unbeatable for the past three years proving the car’s potential beyond doubt.

UP CLOSE & PERSONAL : EVO VI

The ‘Evolution’ namesake is lauded by rally enthusiasts and worshipped by teenaged Gran Turismo fan boys and by those with a penchant for the extreme, with something approaching religious zeal. And, after giving it a good workout, it’s not hard to see why.

Back in October, 1992, Mitsubishi launched the Lancer Evolution in a bid to satisfy homologation requirements of the Federation Internationale de l’Automobile (FIA) World Rally Championship series.

Or, to put it another way, it sold a handful of AWD 2.0-litre road-going turbo pocket rockets in order to qualify for rally racing.

At the time, Mitsubishi couldn’t have known that the Evo’s matriculation into the World Rally Championship would spawn such a fevered following for a solitary vehicle model, as today the Evo series is not only one of the most desired four-cylinder vehicles in the world, but it also regularly enters the “Top 10” search strings on Web Wombat’s search engine – truly the definitive sign of its modern-day popularity.

But is such devoted adoration vindicated? You bet your rear cheeks it is! We took the the Tommi Mäkinen Edition Mitsubishi Evolution VI out for a four day drive around Victoria and it’s fair to say that it’s one angry little four-pot screamer.

Make: Mitsubishi
Model: Evo VI (Tommi Mäkinen Edition)
Price: $79,990
Transmission: 5 speed manual
Engine: 2.0-litre, turbocharged/intercooled, inline four-cylinder, electronically fuel injected
Fuel Consumption: Comined City/Highway cycle – 11.0-litres/100km
Seats: 5
Safety: Driver and passenger SRS airbags, ABS, Active Yaw Control (AYC)

Drive & Ride

After settling into the body-hugging Recaro buckets -complete with Mäkinen embroidery- pop the key into the the ignition and fire up the 2.0-litre turbocharged/intercooled engine and you’ll be amazed at how unassuming it sounds.

Sure, it’s a little raspy and is quite resonant at idle (with substantially more volume that the standard Lancer), but there’s nothing intimidating about it, nothing that would suggest almost-supercar levels of performance.

Slot the leather-wrapped five-speed manual into first gear, disengage the handbrake and tentatively let the clutch out…

First gear engages with little-to-no fanfare – clutch actuation feels rather generic, lighter and longer than I would have thought (especially considering the high torque loads), and the gearshifts are precise and generally hassle free.

Righty-oh, it certainly motivates like a 4WD: Time to give it some shtick!

Pushing the clutch in, gear from first to second – now observing the slightly notchy, but robust-feeling shift action – it’s time to throw decorum out the window and clomp down hard on the throttle…

There’s a bit of urge low down: 1500rpm, 2100rpm, 2500rpm – wait, something’s happening. Oh, it’s the turbo spooling up. Then, as the turbocharger begins to forcibly ram more than double the natural atmospheric levels of oxygen into the four reinforced cylinders — the fuel injectors compensating with increased petrol – the car goes absolutely berko.

The tacho needle’s journey is agonisingly slow to begin with, particularly over about the first 2300rpm – getting optimum take offs and quick 0-100km/h times involves high revs and nasty clutch drops.

But, as soon as the turbo kicks in, the needle goes into hyperspace mode, moving so quickly in comparison to its bottom end that it’s a little unsettling at first. And, before you can blink, you’re sitting on 7400rpm and the rear end is starting to squirm, despite the extra downforce that the massive rear wing provides. E-gads!

Quick – another gear: Third drops in without a hitch and just when you think that the car’s neck-snappingly abrupt and somewhat psychopathic nature is going to wane, your body is again wracked with drastically increased levels of horizontal G-forces, the Evo VI willingly – nay gladly – employing this disgracefully aggressive attitude through as many gears as you care to shift to, with no letup whatsoever.

It’s as though it has an insatiable lust for progression, almost leaning forward and baying for exponentially increased levels of petroleum and oxygen in order to feed its extreme desire for acceleration.

Indeed, it’s not the easiest car to live with in stop start traffic, with its stiff suspension and touchy throttle, but if you’re an enthusiast (and you’d need to be to afford one), the car’s prolific turbocharged nature is undeniably addictive.

It’s intoxicating to the point where it takes lots will power not to blaze a trail well beyond the legal speed limits. Track days with this fire-breathing tiddler would be enormously enjoyable (and cheaper than a fistful of speeding fines).

Such are the Evolution’s levels of operation, it can be a little scary at first. It’s not hard to break traction at the rear without even meaning to (even in second gear), thanks to the fat levels of torque that propel the Evo VI to such amazing 0-100km/h times: How does 5.7 seconds sound? We clocked close to 5.2 seconds with our G-Tech/Pro device, but after testing it on numerous models so far, it’s safe to say that it delivers reliable, if optimistic results.
And while straight-line thrust (the kind that temporarily reorganises your internal organs) is all well and good, it’s the thrill of carving through a smooth sweeper that excites most.

Thankfully, the Evo is a master when it comes to cornering – it’s steering tight and linear, but with impressive levels of feedback, the rear following the front end with a level discipline that’s so far above the norm, at first it’s a little surreal.

You can push, push a little more, and then push so far you’ll scare yourself silly, but the Evo doesn’t even bat an eyelid – it just turns in, grips, powers through the apex and spits you out of the exit like a bullet from a sniper rifle. The rear end feels tied down, though I did get a few chills up my spine on the overrun, when idling through corners.

Thanks to some very lovely McPherson struts and inverted-type KYB shock absorbers, the Evo also changes direction with such alacrity, your body almost has to play catch-up. Most car’s bodies will roll and shift and pitch and slowly regain their balance as they are told to quickly change direction, but the Evo just does the old wham bam through switch-backs, almost as though its on rails.

The AWD mechanisms that work their magic under acceleration (including a viscous coupling and active yaw control-type differential) seem to doze off somewhat when you let off the accelerator, and often the shift in weight towards the front end (as the power drops off) would lighten the rear and cause it wander.

While it’s not unflappable (see the Evo VIII in early ’04 for that), the sixth Evo iteration has scads of grip, and combined with a reinforced and highly rigid chassis, it’s simply a case of point and shoot. Input an instruction and the Evo will obey, whatever your road speed.

There is a little forgiveness in the Evo as well, despite it’s powerful grip on the blacktop, and won’t object to minor corrections mid corner. And the brakes? Absolutely amazing. There are two things I love the Italians for most: pizza and Brembos.

Even after a full day in the saddle, with the Evo cranked hard from dawn ’til dusk – ploughing deeper into corners and braking harder, later, and with more intent – the big Brembo brakes always maintained their vigorous bite.

Up front sit gargantuan 17-inch ventilated discs with four-piston aluminium calipers, and 16-inch ventilated discs with 2-pot aluminium calipers at the rear.

While the acceleration derived from the 2.0-litre engine is unbelievably forceful, the g-forces felt during heavy braking are not far off. A fairly light 1280kg kerb weight helps, sure, but there’s no denying these whopper stoppers are more than a match for the ridiculously powerful motor.

Under the Hood

And speaking of motors, the Evo VI has one seriously potent mill, best described as an angry, highly strung and very linear little beast. The 2.0-litre turbo engine, with 2 intake and 2 exhaust valves per cylinder and an 8.8:1 compression ratio, is the real deal, making the full-blown 206kW @ 6500rpm (and will rev almost another grand beyond this, without too much drop off power) and 373Nm of torque @ 3000 rpm. this combination of low-end torque and high-end power combines for a 0-400 metre (quarter mile) time of 14.31 seconds.

I often wondered how Mitsubishi had always managed to squeeze so much torque from the tiny 2.0-litre mill, and after sitting in the drivers seat, I reckon I’ve cracked it.

The Evo VI’s turbocharged/intercooled engine makes lots of heat, which is brought about by seriously high levels of boost. 373 Newton metres isn’t far off what some V8 powerplants make, and craps all over a number of so-called performance bent sixes, while also putting the Mitsu’s arch nemesis – the WRX STi’s 343Nm – to shame.

So, after punting the Evo hither and thither – even for shorter stints – you can visibly see the heat waves steaming out of the two bonnet vents, slightly distorting objects at close range.

To me, this would indicate that the intercooler and turbocharger get very hot and, that without the twin vents, the engine would quickly overheat. While they serve a performance purpose, the mesh-covered vents are extremely auto-chic to boot.

If you get hard on the loud pedal from standstill, the turbo will flourish in first gear at just below 3000rpm, and if you’re quick with the gear shifts you can keep it on the boil through 2nd, 3rd, 4th and 5th.

Close to 20 psi of boost is provided by a low-lag twin-scroll, titanium alloy turbocharger, and components such as the connecting rods, crankshaft, and aluminium pistons are forged for additional strength. These lightweight internals also help it rev maliciously quickly when the turbo comes on tap.

Furthermore, if things are getting a little hot, or you want a bit more instant shove, there’s an intercooler water spray button located next to the handbrake. It covers the intercooler with a thin film of water vapour, which helps cool the incoming air. Cooler air = denser air, and the denser the air, the more violent the combustion, hence more power/better response.

Outlook Exterior

To the untrained eye, the Evo VI looks like a tarted up lancer, but to one eagle-eyed Monaro driver, it got a big thumbs up.

There’s a rather unrestrained ‘clothes dryer’ wing sitting on the boot, which is actually an aero aid and not some flimsy chunk of plastic (well, it is plastic and indeed a tad flimsy, but it’s adjustable, so we’ll let it slide), and it helps keep the rear wheels planted, while at the same time turning plenty of heads.

Other key features that visually differentiate the 206kW Evo from your everyday nat-atmo variety Lancer include the tough-looking flared wheel arches, which are needed to accommodate the Evo’s wider track – and, as a side-effect, lend it spades more road presence than the stocker.

Those with a keen eye for detail will also note the massive Brembo brakes hiding behind white powder-coated 17-inch super-light weight Enkei alloy wheels (shod with extra-sticky Bridgestone Potenzas) that reduce unsprung weight, and there’s also a massive exhaust system, which ends in a 3-inch collector.

Furthermore, there’s the lowered suspension and aero body kit, which includes the aforementioned Spruce-Goose wing, plus side skirts, an extended rear bumper (but sadly no diffuser) and the totally insane front end, which we learnt was not just a cosmetic decision to ‘attract the eye’.

The front end is where most will recognise a true Evo, and one of the biggest give-aways is the massive air-water intercooler, complete with Ralliart lettering, neatly tucked away underneath the grille. Even the number plate has been moved aside to allow for more positive airflow. The front fascia [bumper section] is massive, extending well forward of the front wheels and makes the standard Lancer’s front end look stubby and lacklustre in comparison.

In addition, there are two broad cutouts in the lightweight bonnet, which give the car a Subaru WRX scoop and Ford XR8 power bulge-equalling gawk factor, also reminding you every time you drive it, it’s something a little different, something a little excessive, if you will.

While the Evo VI is essentially a six-year old car, it still looks pretty good. The wider track adds plenty of visual oomph, giving the car a more intimidating character than most small cars, and when you pull up next an Alfa GTA or an RX-8, they’ll know that this isn’t a run of the mill Lancer.

Inside Look Interior

While there’s eye-candy galore from the outside, the picture is far less rosy from inside of the Evo, with the only thing that will immediately allude to its performance potential the no-fuss Momo steering wheel and ‘Mäkinen’ embroidered Recaro bucket seats – and very supportive ones at that.

This is an area that Mitsubishi may need to deal with in order to pull in the international masses it’s hoping for when Evo VIII launches world-wide in 2004, and though the generally drab black/grey plastics aren’t gut-wrenchingly distasteful, they are a little mundane.

On some sort of quasi-subliminal level however, this minimalistic approach to interior trimming almost adds another level of commitment, showing that the Evo’s designers couldn’t afford to have special trip computers, dual zone air-con and DVD players, as such items would simply add to the car’s weight, in turn negating some of its enormous power and epochal turn-in characteristics.

The front bucket seats with suede inserts are nice and racy, and while the rear bench forgoes such ergonomics, it’s still not a bad place to be, though knee and leg room is hard to come by.

For driver and front passenger however, leg room is significant, while head and shoulder room is also above par for this size of car thanks to the low positioning of the Recaro sports seats.

Speaking of which, the seats have high levels of lateral support and, because the car was intended only for domestic use, Japanese ergonomics mean that the buckets will hold you in tightly.

The seating position for the driver in such a car is crucial in order to comfortably and calmly input commands while experiencing high lateral G-forces, and thankfully the Evo delivers. With a prominent transmission tunnel dividing the front of the cabin, the gear shifter is positioned well within reach and a tilt-adjustable steering wheel is nicely sized and well placed for hard driving.

The Evo also gets a fair bit of body bracing for increased rigidity, but you can’t really see it except from inside the boot.

UP CLOSE & PERSONAL : EVO VII

The Lancer Evolution VII marked a change in focus for Mitsubishis cult rally replica. Based on the Cedia rather than the Carisma platform, it was a more refined and less extrovert car than its direct predecessor, the Evo VI. Due to its less outrageous personality, the Evo VII was slow to find favour with core customers but they gradually appreciated what an excellent product it was. There are many different variants from which to choose and the internal politics of Mitsubishis UK importers became a little confusing around the time the Evo VII was introduced, but dont let that stop you if youre considering plumping for a used example.

The Mitsubishi Lancer Evolution VII may not be most peoples idea of a pretty car, but its certainly a good deal easier on the eye than either of its direct forebears, Evos V and VI. Evolution is said to refine the species, and its certainly rounded off a lot of the rough edges of the Evo bloodline. However, anyone expecting a significant softening of the performance envelope could well be in for a rude awakening. Hardcore enthusiasts will still lust after the bumps, bulges, warts and wilful ugliness of the Evo VI, but theyd be missing out.

The latest version of the Evo VII is a better car in so many ways that perhaps we can forgive its less aggressive mien. In a bid to stave off the inevitable flood of grey import models, official UK models boast a titanium turbo, full rustproofing and an ECU thats been remapped to clear our emissions regulations. A UK passport served to identify the vehicle as an official car to any of the fifty UK Ralliart dealers who will honour the three-year warranty. Not only does this bring peace of mind, but it also guaranteed a healthy resale price for the car, its official status being a guarantee of known provenance and scrupulous upkeep.

In theory. The development of the Evo species can most easily be appreciated from behind the chunky Momo steering wheel. The dash has some neat almost Focus-like angles to it, and the plastics quality is now a bit happier than the Happy Meal toy standard of the Evo VI. The 40kg weight penalty of the better interior and longer wheelbase body has been offset by a massive increase in rigidity and better technology to deploy the available power.

Make no mistake, the Evo VII is both a nicer place to spend time and as quick from point to point as its predecessor. The Evo VII GTA mixes a manic engine with a middle-aged transmission and found few takers in the UK. Perm any of the RS, FQ-300 or Extreme models if you accept as inevitable that your driving history should be interspersed with six month spells as a pedestrian.

Used prices for Lancer Evo VII models range widely according to whether the car is a UK car or parallel import, whether it is modified or standard and so on and so forth. Therefore, weve only sourced accurate used prices can really only be quoted for the mainstream GSR model as the rarer versions fluctuate in price hugely. UK GSR models start at £18,000 although another £1,000 will net you a lower mileage example. Whichever model you do eventually opt for, insurance will be a hefty Group 20.

The Evo VII is a tough car and even better screwed together than its predecessor. The interior is especially well built and suffers from far fewer of the squeaks, twitters and rattles that plague the Evo VI. Despite the standard versions boasting between 276 and 458bhp, the engine is untemperamental and has yet to develop any significant faults. Tyre bills can be massive, as the Evo rewards an unsophisticated chuck and drift style of cornering.

Likewise, it would be prudent to check the suspension and also to have a good look for any signs of crash repair. The key thing to look out for is that the car is what it purports to be. Ralliart dealers concede that any Evo VII variant can be turned into any other quite readily if the owner knows what he or she is doing (RS models masquerading as RS Sprints for example). The two key variants, the GSR and the cheaper RS, are identifiable in a number of ways.

The RS has black door handles and wing mirrors, no rear wiper or front fog lamps, usually runs on 15-inch steel wheels, has no climate control and electric windows and the seats are deeper. It has a closer ratio gearbox and only came in one colour Scotia White so it shouldnt be too difficult to spot what youre getting. Identifying the Sprint version is a little trickier as the differences only ran to a tuned electronic control unit, different conrod bolts and an HKS air filter and exhaust. Look for aftermarket fuel cuts or cable ties around the turbo hoses to stop them expanding.

These are signs that the owner is looking to overclock the turbo boost. If youre looking at an import car make sure its been undersealed, that the rear foglight has been correctly fitted, the 112mph speed restrictor removed and that the speedometer and odometer have been converted to read in mph. Look for accident damage such as misaligned panels and paint overspray and ask whether the owner has fitted the aftermarket fix to the Recaro seats that stops them slowly reclining over time. Also make sure that the car has been serviced at an authorised Ralliart dealer as the Automatic Yaw Control system fitted on most models requires an expensive proprietary diagnostic tool known as a MUT-II.

(approx based on a 1998 Evo VI GSR) The Lancer Evo VII is a very expensive car to run. It requires frequent servicing which arrive at the 1,000, 4,500, 9,000, 18,000 and 45,000 mile marks. All things being otherwise hunky dory, the 9,000 mile service will come to around £275, the 18,000 mile service £350 and the 45,000 mile job £780. This excludes the cost of consumables such as tyres, brake discs, clutch kits and brake pads.

Factor this in on top of a hefty insurance premium and a stiff thirst and youll appreciate that despite being an otherwise unassuming four-door two-litre Japanese saloon, the Lancer Evo VII will probably cost more to keep on the road than a Porsche Boxster.

The Evo VII is not a car rich in subtlety. It does not possess layers of talent that must be probed and explored before you see the point. Drop down into the Recaro seats, shut the tinny door and fire up the engine and youll probably realise what the Evos all about in the first 200 metres. There are table football games with less direct actions than the short throw gearbox, and the steering feels similarly hardwired.

Although there are only two turns from lock to lock, the car never feels nervous or skittish, instead the wheel engenders a disdainful approach to corners. Perhaps disdain is too mild. The Lancer Evo VII beats corners into whimpering submission, seeing them as an opportunity to carve the shoulders off its big Yokohama tyres and to pump the driver chock full of feel-good endorphins. Understeer doesnt figure in the Evo VIIs vocabulary, the steering holding a line with dogged determination.

Find a safe enough place to explore the handling envelope and the Evo will astound with its sheer grip. At the extreme margins it will run wide with all four wheels drifting together the Active Centre Differential and Active Yaw Control directing the drive to whichever corner the cars brain thinks most capable of deploying it. Unlike the systems in a Nissan Skyline which let give you a margin of heroic oversteer to play with, the Mitsubishi prefers to corner all of a piece, perhaps limiting its appeal to those who seek ultimate entertainment from a car. Only genuinely furious driving will unsettle the rear end.

Its the pace of the thing that still astonishes, the innocuous sounding 2.0-litre 16-valve engine capable of delivering a 276bhp knockout punch. Thats if you go for the RSII version. Here, the engine is good for 5.

3 seconds to 60mph and a top speed of 150mph. If you want more, theres also an Evo VII FQ-300 version quick enough to take half a second off the sprint to sixty. This can be distinguished from the standard car by a carbon fibre dash and switch panels, carbon fibre gear knob and carbon fibre rear spoiler end plates. Theres also the toned down Evo VII GT-A with (shock horror!) an automatic gearbox.

Whichever version you go for, theres still some turbo lag, but the ride is vastly improved over the crashy Evo VI and the interior has come on in leaps and bounds.

If you can afford to buy, maintain, insure and fuel it, theres not a lot to touch the Evo VII for a combination of performance, handling and practicality. Youll need to look at a few to find the right car and beware of shady sellers but the rewards are worth the effort.

UP CLOSE & PERSONAL : EVO VIII

It’s a new day, so obviously we have a new version of Mitsubishi’s turbocharged road rocket to slobber over. This one’s the Lancer Evo VIII MR FQ-340, and don’t worry, my dog hasn’t just walked across the computer’s keyboard. That really is its name.

Let me try to decipher it for you. Evo VIII means this is the eighth evolution on an original theme. Comparing this, then, to the first high-performance Lancer is a bit like comparing Stephen Fry to Judy, the chimp in Daktari. It’s much, much cleverer.

MR stands for Mitsubishi Racing, which signifies that it’s had a hand in its development, and FQ for very quick. But then it would be because 340 is how many horse powers the 2 litre engine develops.

This is remarkable. Not even 15 years has elapsed since Daihatsu put a turbocharged 1 litre engine in its little Charade and in so doing created the first road car to offer up 100bhp per litre. Today the Ferrari 360 CS produces 116bhp per litre and that’s staggering. So what’s to be made of the Evo, which churns out a mind-boggling 170bhp per litre?

Of course, you may ask why they’ve gone to so much trouble. Why not simply fit a bigger engine?

Well, the problem is that the Evo is built primarily as a machine to compete in international rallying, and the rules of the sport stipulate that 2000cc is the max. The big worry I have is that while a 2 litre engine could be coaxed into handing over a thousand horsepower if that’s what you wanted, it would do 0 to 60 . . . once. Then it would explode.

You have to trade power for longevity and I suspect that 340bhp is right on the edge of everyday practicality. I note with some surprise that the engine still comes with Mitsubishi’s three-year warranty, but then I see also that it must be serviced once every 10 minutes or so.

I’m tempted therefore to steer you away from this top-of-the-range machine and into something a little more sensible. Obviously we can ignore the 260 version, because while it’s just £24,000 it takes about two years to get from 0 to 60. But can we ignore the FQ-300 for £28,000 or the £30,000 FQ-320? These are very nearly as fast as the £33,000, full-blooded 340 but are almost certain to last a little longer.

The simple answer, after no thought at all, is yes, of course we can ignore the less powerful options. Going for a 320 is like going all the way to Paris and staying in the outskirts. It’s like getting into bed with Uma Thurman and falling asleep. Buying a 320 is a sign that you’re sensible and grown up and worried about practicalities, in which case why don’t you buy a canal boat and go away.

If you’re going to buy a roadgoing rally car, you have to have the best, you have to have the fastest. And that’s the 340.

It’s not just faster than the other Evos, either. It’s also faster than its Subaru rival.

In fact I’m struggling to think of anything that could keep up.

Off the line, even the best four-wheel-drive cars bog down as the wheels refuse to spin, but not the VIII. You give it a bellyful of revs, dump the clutch, and there’s no lag, no chasm. You’re off like you’ve been fired at the horizon by one of Dick Dastardly’s cartoon catapults.

A mere 4.4sec later you’re past 60mph and that means all but the most exotic rivals are left far behind. This car — and remember, it only costs £33,000 — can be mentioned in the same breath as the Porsche Carrera GT and the McLaren Mercedes.

Mitsubishi says it’s limited the top speed to 157 mph, but why? I can hardly see Officer Brunstrom or Jonathon Porritt nodding sagely at their public spiritedness. I suspect the real reason is that at 158 the sit-up-and-beg front-end styling would lose its war with the air and the car would run out of puff anyway.

So, yes, the world’s supercars would take it on a long straight, but come on. What long straight? Are you going to take your Ferrari up to 180 on the M27 to make a point? I don’t think so.

And anyway, eventually you’d get off the motorway and the Evo would catch you up again. This is because, when it comes to the business of going round corners the Evo is quite simply in a class of its own.

You turn in and immediately a bewildering array of acronyms awake from their electronic slumber to get you round the bend at a pace that will leave you reeling.

On the previous generation of Evo VIII the all-wheel control (AWC) gave priority at all times to the antilock braking system (super-ABS) which meant that under heavy braking the active centre differential (ACD) and the active yaw control (AYC) were disengaged.

Not any more. Now you can set the attitude of the car under braking and still the yaw moment will be controlled.

Mumbo-jumbo? Not from behind the wheel it isn’t. You fly through corners thinking how in God’s name is this possible. You’re being flung out of the supremely supportive seat, everything that isn’t bolted down is being thrown round the interior, and yet the tyres, which are still just rubber, are hanging on.

All Evos are good at this but the MR FQ-340, perhaps because of the reprogramming or perhaps because it has an aluminium roof to lower the centre of gravity, can make you seriously cross-eyed.

I urge you with all my heart to beg, steal or borrow one of these things and take it to a quiet road you know well. It will completely redefine your concept of what driving’s all about.

In the hands of a Formula One racing driver, a Porsche Carrera GT would be faster. But if the world’s future depended on me getting from here to Stow-on-the-Wold in less than 10 minutes I’d take the Mitsubishi every time. It inspires such an extraordinary confidence and there’s always the sense that no matter how fast you ask it to go round a corner it has plenty of grip left in reserve. It is magical.

What I really love, and I do hope the people who edit this page have shown this in the pictures, is the way its muscles seem to be growing out of all those ducts in the front. You get the impression that the machinery is barely contained within the body and that it’s torn great holes in the metal, in the same way that the Incredible Hulk messed up his shirt whenever he became angry.

That said, however, this is far from a good-looking car. Underneath all the visual froth, it really is a cup of instant coffee, an extremely dull four-door Japanese saloon car. And that spoiler doesn’t help. Imagine Huw Edwards with a big bling signet ring and you get the idea.

You curl up like a foetus with embarrassment every time you park it in a built-up area, because you know everyone’s looking and everyone’s thinking, “What a prat”.

Still, because it is a four-door saloon it is reasonably practical. I mean, it has a boot and so on, and it does come with such niceties as air-conditioning and electric windows. It also has one of those stereos that slide out of the dash and beep a lot. However, not being 12, I couldn’t make it work.

It wasn’t the end of the world, though, because once I was up past, ooh about three, the din coming out of the Matrix-Churchill supergun at the back would have drowned out even Danny Baker. It’s a rich, deep baritone that rattled every single window in my house whenever it started.

What I liked even more, though, was the ride. Yes, the body is as stiff as a teenager but unlike previous Evos this one can actually run over manhole covers without snapping the people inside.

It isn’t even on nodding terms with “comfortable” but it’s not bad. And I like to think that by giving the suspension more bounce, the new lightweight wheels are in contact with the road more often, giving even more grip.

This, I know, has been a furiously technical and deeply insightful look at a car and if you were hoping for a thousand words on satsumas, followed by 30 on the car, I apologise. Normal service will be resumed next week.

In the meantime, those of you who love cars, and love driving. Go and try the Evo. After a mile you’ll be vomiting superlatives too.

VITAL STATISTICS

Model : Mitsubishi Lancer Evolution VIII MR FQ-340
Engine type : Four-cylinder, 1997 cc
Power : 345bhp @ 6750 rpm
Torque : 320 lb ft @ 4985rpm
Transmission : Six-speed manual, four-wheel drive
Tyres : 235/45 ZR17
Fuel : 21 mpg (estimated)
CO2 : 334 g/km
Acceleration : 0 – 62 mph : 4.4 sec
Top speed : 157 mph
Price : £32,999
Verdict : Redefines the concept of driving

UP CLOSE & PERSONAL : EVO IX

The FQ-360 has been developed by engineers from Mitsubishi UK’s motor sport and performance division, Ralliart, which was also responsible for the limited edition FQ-400. Launched in 2004, the FQ-400 was the fastest-ever production Mitsubishi and the new FQ-360 shares some of its key components.

Mitsubishi’s engineers sought to improve the performance of the 1997cc 4-cylinder 4G63 twin scroll turbo engine with the introduction of a high pressure fuel pump and a high-flow catalytic converter, both of which were employed in the FQ-400. The Engine Control Unit (ECU) has been fully reprogrammed to create a car that delivers 366 bhp at 6887 rpm and 363 lb-ft of torque at a lowly 3200 rpm. The torque output is the key to this car’s character. The peak output of 363 lb-ft is 8 lb-ft more than the FQ-400 produced and is delivered 2200 rpm lower down the rev range. It’s also 18 lb-ft more than the FQ-340. “We’ve worked hard to optimize the FQ-360’s driveability,” says Paul Brigden, general manager, Ralliart. “We wanted to deliver the best possible driving experience, rather than concentrating on a headline-grabbing power output.”

The FQ-360 may have been tuned for driveability, but that doesn’t mean that its supercar-bashing performance has been compromised. This car will sprint from 0-60 mph in an estimated 4.1 sec and top 160 mph. These figures underline Lancer Evolution’s reputation as the supercar bargain. By comparison, the Porsche 911 Carrera 4S, which costs almost twice as much, takes 0.7 sec longer to reach 60 mph from rest.

Subtle exterior enhancements differentiate the FQ-360 from the rest of the Lancer Evolution range and improve its aerodynamic efficiency at high speed. One of the most obvious changes is the introduction of a carbon-fiber front lip spoiler, which is attached to the front apron and provides additional downforce. At the rear, a carbon-fiber ‘sharks tooth’ rear vortex generator helps to reduce aerodynamic lift.

Keen ‘Evo spotters’ will also note the introduction of a bespoke set of alloy wheels. Developed by Speedline, they mimic the five-spoke design of Mitsubishi’s tarmac-spec rally car and are not available as an aftermarket option. The new alloys are shod with Yokohama ADVAN AO46 235/45 ZR17 tires, which are shared with the rest of the Lancer Evolution range.

The interior of the FQ-360 builds on that of the FQ-340 with one notable addition, the space below the stereo – which is used for oddments storage in the FQ-340 – is now occupied by a Ralliart Sports Meter Kit. Three dials display the battery voltage, oil temperature and boost pressure, providing extra, useful information to the enthusiastic driver.

Fears that the FQ-360 would be a stripped-out road racer can also be allayed. Its comprehensive specification includes climate control, all-round electric windows and electrically adjustable mirrors, a category 1 alarm and four airbags, proving that performance and comfort can go hand-in-hand.

The FQ-360’s suspension steering is unchanged from the standard Evolution IX. The Evolution IX’s Brembo brakes are also more than capable of coping with the increase in performance. The 17in ventilated discs with four piston calipers at the front and 16in ventilated discs with two-piston calipers at the rear are supplemented by Sports ABS and Electronic Brake force Distribution (EBD). EBD automatically regulates the front and rear braking force to match the vehicle load and driving conditions.

Base Price: 2006 Mitsubishi Lancer Evolution IX FQ-360 – £35,504 (last update: 2/22/2007)

UP CLOSE & PERSONAL : EVO X

Mitsubishi Motors is introducing the 2008 Lancer Evolution, the newest and most sophisticated version of the legendary high-performance model series that began 16 years ago. While remaining true to the core values that have made the Lancer Evolution synonymous with thrilling performance, the next-generation model offers all-around capability and user technology that distinguish the world’s best performance models.

The strikingly styled 2008 Lancer Evolution showcases new performance and handling technology, including an all-new 291-bhp 2.0-liter turbocharged/intercooled engine and the Super-All Wheel Control (S-AWC) dynamic handling system. S-AWC offers an extraordinary level of control at each wheel, going well beyond the capabilities of other all-wheel drive systems.

Two Lancer Evolution models will be offered in the U.S. market for 2008: the GSR with a new 5-speed manual transmission and the Lancer Evolution MR with a new 6-speed Twin-Clutch Sportronic Shift Transmission (TC-SST), a new-generation automated manual transmission. The MR model is also equipped exclusively with Bilstein shock absorbers and Eibach springs, two-piece brake rotors for better heat dissipation, BBS forged-alloy wheels, HID headlamps and additional interior features. Significantly, the newest Lancer Evolution will have less differentiation from market to market than the previous generations.

Design Evolution

The 2008 Lancer Evolution design makes a maximum performance statement, blending concept car themes and sound aerodynamic principles while conveying the brand’s rally heritage. A shark-nosed front end inspired by jet fighter air intakes, a distinct wedge-like profile and crisp, taut lines highlight the basic new-generation Lancer design. Building on those themes, the 2008 Lancer Evolution looks the part of the street-wise sports machine with its a unique front end, aggressively sloping hood with integral air scoop and engine heat outlets, boxed fenders, and 18-inch alloy wheels with Brembo brakes.

Inside, the Lancer Evolution presents a “class up” approach and shows a new international flair. Available user technology, including high-end Rockford Fosgate® audio and navigation systems, reflects the tastes of a broadening customer base.

All-new 2.0-liter Turbo Engine

The 2008 Lancer Evolution’s 4B11 engine is an intercooled-turbocharged 2.0-liter DOHC inline 4-cylinder. Beyond that description, it differs greatly from the legendary 4G63 it replaces. The 4B11 is built with a reinforced cast-aluminum cylinder block versus the cast-iron block used in the 4G63, and aluminum is also used for the cylinder head and cover and the timing chain case.

The new 4B11 T/C produces more power than its predecessor: 291 bhp at 6,500 rpm (vs. 286 bhp at 6,500 rpm) and 300 lb-ft of peak torque at 4,400 rpm (vs. 289 lb-ft at 3,500 rpm). The 4B11 T/C provides a broader torque curve, as well. A revised turbocharger yields up to 20-percent quicker response at lower engine speeds versus the 2006 engine’s turbocharger.

New TC-SST Automated Manual Transmission

Exclusive to the Evolution MR model for 2008, the 6-speed Twin-Clutch Sportronic Shift Transmission (TC-SST) is an automated manual transmission capable of executing lightning-quick upshifts with no drop-off in engine power. The TC-SST features both a console-mounted shifter and magnesium steering wheel paddle shifters and offers manual and fully automatic modes.

Essentially, the TC-SST is a manual transmission that can select two gears at a time: one gear is engaged by one of the two wet multi-plate clutches, and the other is pre-selected, awaiting to be engaged by the second clutch. The gear change is made – either manually or automatically depending on mode selected – when the electro-hydraulically operated clutches are “swapped,” which occurs simultaneously, with no perceptible lag time.

Super-All Wheel Control (S-AWC)

In the 2008 Mitsubishi Lancer Evolution, Super All-Wheel Control (S-AWC) is not simply the name of a new all-wheel drive system. Rather, S-AWC regulates drive torque at each wheel by controlling a network of dynamic handling technologies, including: Active Center Differential (ACD) 4-wheel drive, Active Yaw Control (AYC) rear differential, Active Stability Control (ASC), and Sports ABS brakes. Integration of ASC is new for all markets and also provides a significant advance in both dynamic capability and safety.

Base Price: 2008 Mitsubishi Lancer Evolution X – $32,990 (last update: 1/14/2008)

EVO PARADE part 3

Tokyo Motor Show

The Tokyo Motor Show (東京モーターショー?) is a biennial auto show held in October-November at the Makuhari Messe, Chiba City, Japan for cars, motorcycles and commercial vehicles. Hosted by the Japan Automobile Manufacturers Association (JAMA), it is a recognized international show by the Organisation Internationale des Constructeurs d’Automobiles, and normally sees more concept cars than actual production car introductions which is the reason why the auto press see the show as one of the motorshow’s big five (along with Detroit, Geneva, Frankfurt and Paris).

The show, then called All Japan Motor Show was first held in an outdoor venue called Hibiya Park, the show was considered a success with 547,000 visitors over ten days and 254 exhibitors displaying 267 vehicles, but of the amount of vehicles only 17 of them were passenger cars as the show was dominated by commercial vehicles. In 1958, due to construction of a subway and underground parking lot near Hibiya Park, the show was shifted to the Korakuen Bicycle Racing Track. The show, as the previous year was marred by heavy rain, in 1959 the event moved indoor to its newly opened Harumi Showplace venue which was three times the size of its previous venue.

Onward from 1973, as the organisers decided not to host a show for the following year due to the international energy crisis, the show became a biennial event after the organisers decided that the event should be held every two years. The show relocated to its current venue, the Makuhari Messe in 1989 and due to high public demand for vehicles in everyday use and the fact concept cars dominate the show, the show returned to being an annual event from 2001 to 2005 with a show for passenger cars and motorcycle and another for commercial vehicles for the following year. However from 2007 onwards the event will (once again) return to a biennial schedule which combines both passenger and commercial vehicles, including motorcycles and auto parts.

In 1950s
The first Tokyo Motor Show was held in Hibiya Park from April 20 to April 29, 1954. Of the 267 vehicles on display, only seventeen were passenger cars, which reflected the paucity of personal family transport in Japan at the time. Trucks, buses, and motorcycles made up most of the exhibits. Approximately 547,000 visitors attended the show over the ten days, where the most prominent cars were the Austin A40, Hillman Minx and the newly introduced Renault 4CV, as well as domestic vehicles such as the Prince Sedan AISH, Toyota Toyopet Super RH; Datsun Passenger Delux (Model DB-5), Ohta Sedan and Van, and three-wheeled vehicles from Daihatsu.

The second Tokyo Motor Show was held over twelve days, beginning on May 7, 1955. Almost 785,000 visitors attended, among them HIH Prince Akihito. The highlights of the passenger cars on display were the new Datsun 110, Toyopet Crown RS and Toyopet Master RR.

Passenger cars began to assume the greatest prominence at the third Tokyo Motor Show which opened on April 20, 1956, thanks in great part due to an initiative spearheaded by the Ministry of International Trade and Industry called the “people’s car plan”. Although its stated target of a four seat car capable of 100 kilometres per hour and available for ¥150,000 was unrealsitic — despite being twice the national average income at the time, it was still only one fifth of what a typical vehicle cost — it was given credit as the spur for domestic automakers to strive to lower their prices.

Although only 527,000 people visited the fourth show between May 9 and May 19, 1957, significant vehicles made their debut; the first of the long running Toyota Corona and Prince Skyline were introduced, as well as a prototype of the Datsun Sports.

In 1989
The partisipants are :

• Jiotto Caspita
• Mazda AZ-550 Sports (Type A, B and C)
• Honda NSX
• Nissan S-Cargo
• Mitsubishi HSR-II
• Suzuki Cappuccino

In 1993
They are :

• Ford Mustang
• Nissan Skyline GT-R R33

In 1997

• Mercedes-Benz Maybach concept car

In 2001
The 2001 show saw the following introductions:

• Nissan GT-R Concept
• Nissan Fairlady Z Z33

In 2005
The 2005 show saw the following introductions:

• Audi Shooting Brake
• Bugatti Veyron
• Chrysler Akino
• Daihatsu Costa
• Daihatsu UFE-III
• Ferrari GG50
• Honda FCX
• Honda Sports4
• Honda WOW
• Hyundai Neos-3
• Lexus LF-Sh
• Mercedes-Benz F600
• Mini Concept Tokyo
• Mitsubishi Concept D:5
• Mitsubishi i
• Nissan Amenio
• Nissan Foria
• Nissan Note Adidas
• Nissan Pivo
• Nissan GT-R Proto
• Subaru B5-TPH
• Suzuki Ionis
• Suzuki LC
• Suzuki PX
• Toyota Estima
• Toyota Fine-X
• Toyota FSC
• Toyota i-Swing
• Volkswagen EcoRacer

In 2007

• Honda CR-Z
• Honda Inspire
• Mitsubishi Lancer Evolution X
• Nissan GT-R
• Nissan X-Trail
• Subaru Impreza WRX STI (GE chassis)

Alternative Propulsion

Hybrid and Electric Vehicles Dominate the Tokyo Motor Show

Concepts for new hybrids, plug-in hybrids, electric vehicles from Japan’s leading automakers are now on display at the Tokyo Motor Show. As one example, Toyota Motor Corporation introduced its 1/X (pronounced “one-Xth”) concept vehicle, a Prius-like sedan that tips the scales at a third of the weight of the Prius and obtains double the Prius’ fuel economy. The vehicle cuts its weight by using carbon-fiber-reinforced plastic in its frame and boosts its fuel economy with a small plug-in hybrid powertrain that can be fueled with either gasoline or E85, a blend of 85% ethanol and 15% gasoline. Toyota’s other plug-in hybrid concept, the Hi-CT, is a small, boxy, two-door vehicle aimed at young car buyers. In addition, Toyota’s luxury brand, Lexus, introduced its next-generation hybrid sport utility vehicle, the LF-Xh, an all-wheel-drive vehicle powered by a V6 engine teamed up with a high-output electric motor.

Among the other automakers, Honda Motor Company, Ltd., unveiled the CR-Z, a “next-generation lightweight sports car” that features Honda’s hybrid electric drivetrain, and the PUYO, another small, boxy vehicle, powered by a fuel cell.

Mitsubishi Motors Corporation introduced a Beetle-like electric vehicle with in-wheel electric motors, called the i MiEV Sport, which even has a solar panel on its roof.

And Nissan unveiled the Pivo 2, a small electric vehicle with a lithium-ion battery pack and in-wheel motors.

But Japanese automakers weren’t the only ones unveiling clean car concepts in Tokyo. Audi arrived with its “Metroproject Quattro,” a plug-in hybrid with a direct-injection, turbocharged, 150-horsepower gasoline engine mounted up front and a 30-kilowatt motor on its rear axle. The concept vehicle employs a lithium-ion battery pack that allows it to run on electric power only.

TEST DRIVE : 2009 LANCER EVO RALLIART

If this was a 2006 Lancer Ralliart, with its normally aspirated 2.4-liter engine and soft suspension, we might still be in bed right now. But this 2009 Lancer Ralliart sedan feels like it’s a world apart (maybe two) from that car, and so we scald our tongue on gas station coffee as the twin-clutch gearbox grabs 2nd gear. When the road opens before us, the Ralliart’s turbocharged 2.0-liter engine is full of life, revving to its 6,500-rpm redline with a fervor that’s as exciting as it is familiar.

Undoubtedly you’ve heard that the 2009 Mitsubishi Lancer Ralliart is carrying all kinds of Evo-derived hardware. This turbo 2.0-liter is a medium-hot version of the engine in the 2008 Mitsubishi Lancer Evolution X, while the automated manual gearbox, officially called the Twin Clutch-Sequential Sportshift Transmission (TC-SST), comes straight from the Evo X MR. The all-wheel-drive system, complete with Mitsu’s Active Center Differential (ACD), is from the Evolution IX.

Driving a Ralliart probably won’t stop you from wanting the full-on Evo X experience. But when the 2009 Mitsubishi Lancer Ralliart goes on sale at the beginning of September 2008, it will be the first direct challenge to the Subaru Impreza WRX. This car is good, and it should be priced right.

The Hallowed Middle Ground

For years, the regular-strength Subaru WRX has been the performance buy of choice if you want a brand-new car and simply cannot spend more than $30,000. The Mazdaspeed 3 has proven an interesting alternative, but a front-wheel-drive layout limits its hard-core appeal.

Unless you’re looking at used Evos, Mitsubishi doesn’t have anything in this price range. A loaded Lancer GTS tops out around $22K, and the cheapest Evolution X GSR starts north of $33K. This leaves a big opening for the 2009 Mitsubishi Lancer Ralliart.

Although this is a chunky sedan with the same exterior dimensions as the regular Mitsubishi Lancer (and consequently, a 0.6-inch-narrower track than the Evo), you don’t have to spend much time with the Ralliart to understand how seriously it takes its performance mission. Yet, like it or not, superficial impressions also count for a lot on a car like this (just ask Subaru), and that’s why the ’09 Ralliart looks like an Evolution X to the casual viewer.

Its snarky grille and aluminum hood (complete with NACA duct and twin heat extraction vents) come direct from the elite Mitsu. Only the Ralliart badges and the 18-inch wheels from the Lancer GTS suggest the 2009 Mitsubishi Lancer Ralliart’s lesser status. Not that much lesser, though, if you take the time to read the tire sidewalls and discover these are Yokohama Advan A10s, and these 215/45R18s are summer tires to boot. Inside, real Recaro seats swallow you up, provided you ante up for a package option that also includes HID headlights and Rockford Fosgate sound.

You open the hood, and everything is as it should be here, too. There’s Mitsubishi’s 4B11T (“T” for “turbo”), all-aluminum 2.0-liter inline-4 engine, there’s the turbocharger behind it (with plenty of room to spare), and, up front, the air-to-air intercooler.

A Lot of Engine

We’re almost surprised to see Mitsu using a 2.0-liter engine in the 2009 Mitsubishi Lancer Ralliart, as Subaru and Mazda have moved on to larger-displacement, four-cylinders for their more favorable torque characteristics. Yet, after five minutes in the Ralliart, it’s obvious Mitsu’s decision has been the right one.

The engine itself is identical to the one in the Evo, right down to the 86mm-by-86mm bore and stroke, semi-closed-deck block and forged crankshaft and pistons. A Mitsubishi product planner tells us that the engineers considered using less aggressive camshaft profiles for the Ralliart, but decided to keep them unchanged. Even the compression ratio is identical at 9.0:1.

The main difference on the 2009 Ralliart is its turbocharger, which is a smaller, single-scroll unit instead of the twin-scroll turbo in the Evolution X. The Ralliart also has its own intake system, while the exhaust system is shared. The result is 237 horsepower at 6,000 rpm and 253 pound-feet of torque at 3,000 rpm. The torque band is amazingly flat, with close to 250 lb-ft available from 2,500-4,500 rpm. Redline is 6,500 rpm.

These totals fall well short of the Evo’s 291 hp and 300 lb-ft, but they’re squarely between the WRX (224 hp and 226 lb-ft) and Mazdaspeed 3 (263 hp and 280 lb-ft).

The Ralliart outweighs these rivals by a couple hundred pounds, though, so you expect it to feel slower. Yet it doesn’t, and there’s astonishingly little turbo lag besides. Mitsu product planners expect it to match the WRX and MS3 in the acceleration department, meaning 0-60 mph in 6 seconds and a quarter-mile time in the mid-14-second range.

Because Not Even You Can Shift This Well

We suspect the dual-clutch gearbox has much to do with how quick the 2009 Mitsubishi Lancer Ralliart feels. It’s the best of the automated manual transmissions we’ve sampled to date, and its deft control over gear selection and shift timing ensures that the 2.0-liter engine is almost always in the meat of its power band.

If you want a regular five-speed manual transmission in your Ralliart, forget about it. We’re told the U.S. product planning staff really wanted to offer one to appease the hard-core fringe, but was overruled by product planners in Japan. There’s still a chance we might get one down the road, but for ’09, all Ralliarts have the TC-SST.

Gearing for the dual-clutch transmission is identical to the version in the Evo X MR, with the exception of the 5th and 6th gear ratios, which are taller to allow more relaxed highway cruising and promote better fuel economy (likely an EPA rating of 17 mpg city/25 mpg highway). In addition, the most aggressive “Super Sport” shift program has been eliminated, leaving only Normal and Sport modes, with manual gear selection possible in both. In Sport mode, upshifts are firmer and downshifts are rev-matched.

The dual-clutch gearbox drives all four wheels through Mitsubishi’s All Wheel Control (AWC) all-wheel-drive system, and just as on the Evo VIII, IX and X, there are Tarmac, Gravel and Snow modes, allowing the driver to exert some control over how the center differential behaves. Unlike the WRX, the 2009 Lancer Ralliart has mechanical front and rear limited-slip differentials, yet still offers stability control as standard. The Evo X’s active yaw control is not part of the package. Further, different-length half-shafts on the narrower Ralliart will prevent owners from swapping components between the two.

More Playful Than Its Peers

With all the Evo kit on the 2009 Mitsubishi Lancer Ralliart, you might wonder where Mitsu engineers made some cuts to keep the price down. Brian Arnett, manager of product strategy, admits that they weren’t able to use any aluminum for the Ralliart’s suspension. In addition, the rear crossbrace that enhances structural rigidity has been eliminated to preserve a folding rear seat for more cargo capacity.

Essentially, then, this is the same front strut/rear multilink arrangement you’ll find on the standard Lancer, though the rear has been modified to allow packaging of the AWD system and now includes semi-trailing arms. Spring and damper rates are unique to the Ralliart — meaning firmer than the Lancer GTS setup but less aggressive than the Evo X. The front strut-tower brace, already present on the GTS, is also stiffer.

Like many Mitsubishi employees, Arnett used to drive an Evo, but more interesting to us is that before he worked for Mitsu, he was a die-hard owner of an Eclipse GSX, a car more in keeping with the spirit of the 2009 Mitsubishi Lancer Ralliart.

Run through tight turns, the Ralliart isn’t as sharp as the Evo X, but it turns in quicker than the Lancer GTS and has significantly less body roll. It also feels stiffer and more aggressive than the WRX. It has the same 15.2:1 steering ratio as the lesser Lancers, but Mitsubishi has added a variable-flow power steering pump, which greatly improves the weighting immediately off-center. A smaller steering wheel, shared with the Evo, adds to the impression (if not the reality) of heightened maneuverability.

The Lancer Ralliart also does something that the second-gen WRX just won’t do. It plays like it’s a rear-wheel-drive car. Switch off the stability control and the tail immediately comes alive. You might scoff at those skinny 215-series tires, but the fact is, they add a lot to the car’s entertainment value when they break traction. Grippier rubber just wouldn’t be as much fun.

Braking hardware is similarly mundane on the 2009 Mitsubishi Lancer Ralliart, and we expect many owners will choose to make upgrades here. With the exception of dual-piston front calipers borrowed from the Outlander, this is the same ventilated front disc/solid rear disc setup found on other Lancers.

They Could Have Called It an Evo

With all the Evolution-grade hardware on the 2009 Mitsubishi Lancer Ralliart, we doubt anyone would get angry if the company appended “Evo” to its name. More important, the Ralliart is a nicely resolved machine in its own right. It’s not as polished as the Evo X, but you can have nearly as much fun with it.

The Ralliart is also more entertaining than just about any of its direct competitors. Even so, we suspect its impressive plate of technology could make it significantly more expensive than a comparably equipped WRX or Mazdaspeed 3. Given the $38K price tag on an Evo MR with the twin-clutch box, we wouldn’t be surprised if the 2009 Lancer Ralliart ends up with a price tag near $30,000.

And that might mean that some of you will still be looking at used Evos.