Lancer Evo 1990
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Mitsu Metamorphosis: The History of the Mitsubishi Lancer Evolution
We compiled this story in honor of the Mitsubishi Lancer Evolution, which has been discontinued and is heading off to that great rally stage in the sky. The badge may return, but the Evo as we know and love it is well and truly gone. Sniff.
The Mitsubishi Evo is not a car—it's a weapon, one whose roots can be traced back to well before the dawn of the nameplate. In Mitsubishi's almost ceaseless quest to establish an image for itself, racing has been a priority on several occasions. As far back as 1961, the company was aiming for rally glory with its 500 Super Deluxe, which was developed for racing with its "big" 594-cc, 25-hp, air-cooled, two-cylinder engine. At the 1962 Macau Grand Prix, examples finished first, second, and third (plus fourth) to lock out every other manufacturer from the "Under 750 cc" class podium. By the early 1970s, Mitsu had developed the Lancer 1600GSR that took the top spot in 1974's tough East African Safari Rally. And in 1985, a Mitsubishi Pajero SUV (sold as the Montero in the United States) won the Paris-Dakar Rally.
By then the company was clearly committed to pitching high technology and ruggedness as major selling points for its vehicles worldwide. Short of Formula 1, no racing series was more high tech than world rallying, and nothing came close to the ruggedness of rallying, either. Mitsubishi's first attempt to build a competitive World Rally Championship entry was the Galant VR-4 that was constructed according to Group A rules. It's somewhat of an oversimplification to assert that the first Lancer Evolution was a Galant VR-4 shoved under the smaller, lighter, more competitive Lancer's shell. But only somewhat.
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1987 Mitsubishi Galant VR-4
The immediate predecessor to the Lancer Evolution is the Galant VR-4. Introduced in 1987, the Galant VR-4 featured the same turbocharged, 2.0-liter four-cylinder engine and accompanying all-wheel-drive system that would come to be used in the Lancer Evolution. Shown here is the 1987 model. Americans eventually got a 195-hp Galant VR-4 in 1991 and 1992, but only a few thousand were sold here.
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The Heart of Evo: 4G63T
One not-very-secret element in the Galant VR-4's success was Mitsubishi's 4G63T turbocharged 2.0-liter DOHC 16-valve engine. With its twin counter-rotating balance shafts and rugged iron block, the 4G63 could be modified to make big power reliably despite massive amounts of turbocharger boost. This photo is of the 4G63T as installed in the 1992 Mitsubishi Eclipse GSX—the Illinois-built, egg-shaped AWD coupe companion to the Galant VR-4. In the 1992 Eclipse, the engine was rated at 195 horsepower. Versions of the 4G63T would power every Lancer Evolution from Evo I to Evo IX.
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Mitsubishi Lancer Evolution I
During the late 1980s and early 1990s, worldwide rally events were moving to tighter, tougher, and more demanding courses. Cars like the Galant were simply too large to remain competitive. So the mechanical elements that made up the Galant VR-4 were crammed into the body shell of the smaller Lancer sedan to create the 1992 Lancer Evolution.
The 4G63T engine was rated at 247 horsepower in this application and fed a five-speed manual transmission; output was distributed to all four wheels. The first Evo was offered as either a GSR trimmed as a fully comfortable street car or as an RS stripped of luxuries like power windows and antilock brakes to save more than 150 pounds of weight. Mitsubishi built 5000 of these first Evos during 1992 and 1993; all were right-hand drive and all were sold in Japan.
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Mitsubishi Lancer Evolution II
Late in 1993, the Evolution evolved into the Evolution II with a slightly longer wheelbase (by 10 mm), slightly wider front and rear tracks, and slightly larger tires on 15-inch wheels. Throw in tweaked suspension pieces and the result was a better handling, more stable car. Externally, however, the Evo II looked barely different from the first edition. The power of the 4G63T engine swelled to 256 horsepower, even though the peak torque figure of 228 lb-ft at 3000 rpm was unchanged.
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Mitsubishi Lancer Evolution III
The Evolution II gave way to the Evo III in early 1995 with new styling, improved aerodynamics with more downforce, and a new turbocharger that boosted engine output up to 266 horses. But the best news about the III wasn't anything mechanical—it would be the first Evo driven in World Rally competition by the great Tommi Mäkinen.
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Tommi Mäkinen Ralliart-prepared Lancer Evolution
Using a series of Ralliart-prepped Evo IIIs, IVs, Vs, and VIs, the brilliant Finnish driver Mäkinen won the driver's crown in World Rally Championship in 1996, 1997, 1998, and 1999. However, Mitsubishi won the constructor's championship only once, in 1998.
To fully comprehend Mäkinen's prowess behind the wheel, check out this video of him driving a Lancer Evolution VI in a special stage at the 1999 Rally of Finland.
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Mitsubishi Lancer Evolution IV
Fueled by Mäkinen's success, the legend of the Mitsubishi Evo soon spread beyond Japan. (That the first iteration of the Gran Turismo franchise, released in late 1997, included the Evo III and IV no doubt also helped.) The Evo IV, which debuted in 1996, was based on a new-generation Lancer platform and the revised powertrain, which included a new twin-scroll turbocharger and gained an additional 10 horsepower. An active rear differential was included for the first time as part of a new Active Yaw Control (AYC) system; it used various sensors and a computer to redistribute torque to whichever of the four wheels could use it best. And, of course, the body was completely new in appearance.
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Mitsubishi Lancer Evolution V
Detail changes on the Evolution V included flared wheel arches, wider front and rear tracks, bigger 17-inch wheels and tires, upgraded suspension geometry, and an adjustable rear wing. Japanese laws that restricted power output had Mitsubishi stating the 4G63T engine made 276 horsepower in the Evo V, but most everyone assumed that output now stretched beyond 300 horsepower.
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Mitsubishi Lancer Evolution VI
By the time of the Evo VI's introduction in 1999, the car's performance reputation was well known globally and sales began in markets like Germany—where it was known as the Carisma GT—and Great Britain. The Evo was a legend in its own time.
Besides the usual RS and GSR versions of the Evo VI, new RS2 and RS Sprint models were introduced. And in 1999, a Tommi Mäkinen Edition was introduced flying similar paint designs (in several colors) as the great driver's rally rides. Other changes in the Tommi Mäkinen Edition included trim variations, Recaro seats with special logos, and aerodynamic tweaks. This model is sometimes referred to as the "Evo 6.5" and is considered collectible. At this point, however, Mitsubishi still wasn't exporting the Evo to the United States.
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Mitsubishi Lancer Evolution VI
Car and Driver tested its first Evo in May 2000 when at least one Evo VI made it into America. Closely related to the Evo V, the VI was built to be more durable than its predecessors with better cooling, a larger intercooler, and a revised front bumper that let more air through. Under difficult testing conditions, the German-market Evo VI ripped to 60 mph in 5.1 seconds and knocked off the quarter-mile in 13.9 seconds at 102 mph. "Launching the four-wheel-drive car is a lesson in clutch abuse since you can't spin the tires with a clutch drop," wrote C/D's Barry Winfield. "To make matters worse, our testing surface was extremely grippy, making a good launch difficult. We also ran the car to its 7000-rpm redline in fifth gear, which calculates (thanks to revs-per-mile tire specs we had to telephone to Belgium for) to 148 mph."
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Mitsubishi Lancer Evolution VII
The Lancer Evolution VII was based on the new, larger Lancer Cedia for 2001. "The Evo VII is based on the new Lancer sedan platform but looks essentially like the previous version, the Evo VI," wrote Peter Lyon for C/D. "The huge bumper-mounted spotlights are gone, the edges have been rounded a bit, and the overall package is a little larger than before, but the Evo VII still has the same compact technolook that defines Japanese rally cars. But don't let the compact-car looks fool you. On the road, you can expect something quite incredible . . . The VII's power remains the same as that of the current Evo VI Tommi Mäkinen Edition, but torque is now 282 pound-feet at 3200 rpm, up seven."
The VII's technological load included Active Yaw Control, sport-oriented ABS, a front helical limited-slip differential, an active center diff, electronic brake-force distribution, and massive Brembo brake discs. It may have shared some body panels with the pokey Lancer, but it was a high-tech powerhouse under its bulging skin.
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Evo VII as Movie and Video-Game Star
In 2003 Universal Pictures released 2 Fast 2 Furious, the second film in the ongoing, insanely popular Fast & Furious series. And with some product placement help from Mitsubishi, the Evo VII got screen time as one of the primary rides for Brian O'Conner (played by Paul Walker). The Evo was now firmly established as a performance-car icon at a time when the "sport compact" craze was cresting. Prior to the film, the wildly successful third installment in the Gran Turismo game franchise was released in 2001; it included no fewer than 10 Evo iterations and created legions of fans who practically demanded the car appear in American dealerships.
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Mitsubishi Lancer Evolution VIII
By 2003, Mitsubishi was finally ready to bring the Lancer Evolution to America. "Mitsubishi introduced the Evolution to this country at the Los Angeles auto show last January," wrote a prepubescent Dan Pund in a June 2003 comparison test of the Evo VIII and the Subaru WRX STi. "The company basked in the adoring glow of the Evo's 44-hp advantage over the WRX—for all of one week. Then Subaru dropped its surprise 300-hp bomb on the awestruck at the Detroit show—days later in January—in the form of the STi model (for the company's in-house tuner, Subaru Tecnica International). One Mitsubishi official was seen seizing his crotch in mock pain over the blow dealt by Subaru."
The still 271-horsepower Evo VIII defeated the WRX STi in that comparison test, and it impressed in almost every way. "Its transverse-mounted 2.0-liter DOHC in-line four is turbocharged to within an inch of its life with a maximum of 19.5 pounds of boost," Pund explained. "Consequently, its power delivery is, at best, uneven. At low speed, there's a two-second gap between throttle application and full turbo boost. Then the engine virtually explodes with power, the turbo hissing in sinister fashion." Praise came for its brilliant steering, "telepathic handling," and huge rear wing that was "actually kind of cool."
While criticizing some elements of the chintzy interior, the front Recaro seats were well appreciated. "As with virtually every other aspect of the car, Mitsubishi spent its money where it counts most, on the driving experience."
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Mitsubishi Lancer Evolution VIII MR
With the Evo VIII an immediate hit in America, Mitsubishi began filling its dealerships with slight variations on the theme. Among them was the 2005 Lancer Evolution VIII MR.
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Mitsubishi Lancer Evolution MIEV concept
During auto shows in 2005, Mitsubishi showed the Lancer Evolution MIEV with four electric motors (one for each wheel) and a battery pack replacing the internal-combustion engine. So far, nothing has come of this, although the company has recently focused much of its attention on hybrids, plug-in hybrids, and electric vehicles, which suggests that if the Evo were to return, it would be electrified in some way.
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Mitsubishi Lancer Evolution IX
The Evolution IX made its debut at the New York auto show in April 2005. "Exterior changes include new front and rear bumpers, with the former sporting two oval openings that aid the intercooler; an available Gurney flap—a thin wing extension that increases downforce to the rear—for the rear airfoil; and new Enkei aluminum wheels that are lighter by 3.3 pounds each," we reported. "In the cockpit, subtle modifications include aluminum pedals (except in the RS), a faux-carbon-fiber panel on the dash, and Recaro seats covered in pseudo-suede and leather. Under the IX's aluminum hood resides the familiar 4G63 turbocharged inline four-cylinder engine, which for '06 has received MIVEC variable valve timing, a larger turbo-impeller housing, new piston oil rings, and a stouter nylon-reinforced timing belt. The result is ten more horsepower—up to 286—and three additional pound-feet of torque, now at 289." So, in summary, the Evo IX was a slightly updated Evo VIII.
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Mitsubishi Lancer Evolution IX Wagon
Yes, it's true. During the production run of the Evolution IX, a couple of thousand were constructed using the Lancer Sportback wagon body. None were exported outside of Japan.
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Mitsubishi Lancer Evolution X
The Lancer Evolution X's arrival in 2008 marked the first fully all-new Evo since the first one. "The Evo X is less communicative, larger, heavier, and slower compared with the previous Evo. It's the inevitable trade-off that occurs when a car strives for more refinement. The steering, for one, no longer has that high-tension-wire responsiveness that made the old car such fun," wrote Michael Austin for C/D. "If you're still with us, you'll be glad to know that the Evo X drives like nothing else in the world. You simply point the car where you want to go, and the various elements of the all-wheel-drive system sort out how to make it happen."
Mitsubishi finally replaced the venerable 4G63T engine with a new 2.0-liter turbocharged four-cylinder powerplant code-named 4B11. With its aluminum block and variable valve timing, it knocked out an easy 295 horsepower and 300 lb-ft of torque. The GSR model still used a five-speed manual transmission, while the MR got a new six-speed dual-clutch sequential automatic.
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Mitsubishi Lancer Evolution X
By the time C/D was wrapping up its long-term test of a 2008 Evo MR, it was apparent that the Evo was getting expensive and had lost some of its mesmerizing raw edge. "When our long-term 2008 Mitsubishi Lancer Evolution MR arrived in July 2008, we were hit by a wave of sticker shock," reported Michael Austin. "At an as-delivered price of $41,515, the Evo exceeded the starting price of a BMW 335i.
"The following theme emerged from the logbook: Everything in the Evo comes at a price," Austin continued. "Especially at the gas pump. With its SUV-like EPA rating of 17 mpg in the city and 22 on the highway—and a 14.5-gallon fuel tank—we didn't anticipate bladder-busting range, but the Evo continually surprised us with its need for frequent fill-ups."
"There are few sedans that can match the performance of the Lancer Evolution," he concluded. "As is often the case, however, numbers aren't everything. Without a regular opportunity to take advantage of all of the Evo's capability, the compromises that come with its performance left us wishing for a lower sticker price, more refinement, or both."
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Mitsubishi Lancer Evolution X Concept Final
With Mitsubishi long gone from WRC competition, the sport-compact craze waning, and the Evo itself growing only more expensive, sales sagged as the second decade of the 21st century wore on. By 2014 the writing was on the wall: The Evo as we've known it is doomed. But at least it's going out with a 473-hp wallop in the form of the Concept Final. What's next for the Evo? Likely a crossover version based on the next-generation Outlander Sport. As powerful and capable as such a model might turn out to be, it just won't be the same, will it?
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2015 Mitsubishi Lancer Evolution Final Edition
Just wait! The Final Concept was merely a sputter before the Final Edition production car was announced as the Evo sedan's true death rattle here in the States. Only 1600 units will be shipped to the U.S., each one equipped with a five-speed manual transmission and packing 12 extra horsepower, for 303 total. Mitsubishi also fitted the Final Edition models with Bilstein shocks, Eibach springs, Brembo front brake rotors, dark-finished Enkei wheels, and a black-painted roof. Once they're gone, the Evo as we know it is dead.
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You've made it through the history lesson! As a reward, here are a few photos of various Evos captured doing what they do best.
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Source: https://www.caranddriver.com/features/g15383456/mitsu-metamorphosis-the-history-of-the-mitsubishi-lancer-evolution/
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