Mitsubishi 403HP Lancer Evolution X FQ-400

Mitsubishi has announced the introduction of the Mitsubishi Lancer Evolution X FQ-400 for the uk market.
The new Lancer flagship is now the fastest version with 403 horsepower and 387 lb-ft. of torque pumping out of its 2.0L MIVEC engine. Mitsubishi estimates that the FQ-400 will reach 0-62 mph in 3.8 seconds and have a top speed of 155 mph. All that power is put to the ground through Mitsubishi's Super-All Wheel Control (S-AWC) four-wheel-drive system.
The FQ-400 also features a wider track, lowered suspension and lightweight 18-inch alloy wheels.
The most powerful Evolution X will be released in the UK next month with a starting price of £49,999.

PRESS RELEASE:
FQ-400 – THE FASTEST AND MOST EXTREME LANCER EVOLUTION EVER RELEASED BY MITSUBISHI MOTORS in the UK
* List price from £49,999
* On sale – June 2009
* The most powerful, accelerative Mitsubishi Lancer Evolution X to date
* Peak power of 403bhp @ 6,500rpm; peak torque of 525Nm @ 3,500rpm
* 0-62mph in 3.8 seconds (est.); top speed 155mph (electronically limited)

The tenth version of Mitsubishi's iconic Lancer Evolution models has a new performance flagship model to top its range, the FQ-400.
Extreme Evolution
The Mitsubishi Lancer Evolution X FQ-400 is the fastest and most extreme version of Mitsubishi's motorsport derived machine. With 403bhp and 387lb.ft of torque on offer from its advanced, lightweight aluminium 2.0-litre turbocharged MIVEC (Mitsubishi Innovative Valve timing Electronic Control) petrol engine the FQ-400 is able to reach 62mph from standstill in an estimated 3.8 seconds before reaching an electronically limited 155mph – where permitted.
Traction and handling
Ensuring all the FQ-400's power is put to good use is Mitsubishi's sophisticated Super-All Wheel Control (S-AWC) four-wheel-drive system which appropriates power to the wheels that can best use it, giving the FQ-400 quite sensational cross-country performance.
The S-AWC system combines a number of electronic systems that both enhance the FQ-400's performance and safety, with Active Stability Control and Active Centre Differential, Active Yaw Control and Sport ABS giving the FQ-400 incredible cornering ability, traction and grip. Depending on the conditions the driver can select the most suitable set-up for the S-AWC system, three choices – Tarmac, Gravel and Snow – being offered via the wheel-mounted button and displayed in the central instrument binnacle.
Cornering stability
Increasing the FQ-400's cornering ability even further over its FQ relatives is a wider track and lowered suspension featuring Eibach springs and Bilstein Shock Absorbers. Lightweight 18-inch, nine spoke alloy wheels fitted with Toyo Proxes R1R tyres enhance the FQ-400's grip, giving it sharper cornering response on the road and more incisive steering. The enhanced agility and performance is backed by a revised braking system which uses aerospace grade aluminium alloys and floating sealed discs grabbed by high performance pads.
Extreme Power
To achieve the incredible 403bhp from just 2.0-litres Mitsubishi has had to significantly revise the FQ-400's advanced powerplant. Motorsport specification high-flow fuel injectors are fitted to the aluminium cylinder head and a new hybrid turbocharger is also fitted. The higher specification turbocharger features low-friction bearings, a high temperature turbine and strengthened thrust bearing to increase response and reduce turbo lag. Feeding the turbocharger cooled air, improving its performance and efficiency, is an enhanced intercooler, while the exhaust's gasses flow from the engine via a 3-inch diameter high flow stainless steel piping and catalytic convertor before exiting through a centrally positioned exhaust.
Mitsubishi has remapped the Engine Control Unit (ECU) extensively with over 500 hours of development time to allow its 2.0-litre turbocharged engine to not just produce its exceptional output but to do so with excellent driveability. The FQ-400's acceleration is sensational, it pulling hard through the gears regardless of engine revs. With peak torque of 387lb.ft on offer from just 3,500rpm, the FQ-400 is just as able to trickle through town traffic as it is taking a rally special stage.
A 'nod' to the Evo VI
The FQ-400 looks every bit the rally refugee too, giving a strong 'nod' to the styling cues of the legendary Evolution VI, and builds on the already aggressive style of its Lancer Evolution X FQ relatives.
A heavily vented bonnet helps heat escape from the FQ-400's turbocharged engine and a new lightweight composite front bumper incorporating Mitsubishi's trademark 'Jet Fighter' grille features carbon-fibre elements on its leading edges. Additional lighting and High Intensity Discharge (HID) lights mark out the FQ-400's nose, its added aggressiveness further enhanced by a 30mm drop in front ride height. Composite side skirts, a re-styled rear bumper with a carbon fibre diffuser, a rear wing incorporating a gurney strip and a roof-mounted 'Vortex Generator' all help manage airflow and cooling.
Behind the 18-inch lightweight, nine spoke alloy wheels it's possible to see the Alcon brakes on the front, while the Toyo Proxes R1R tyres underline the FQ-400's potency with their aggressive 'cut slick' tread pattern. Inside, the driver is held tightly against the FQ-400's sensational accelerative, braking and cornering forces in Recaro bucket sports seats, the range-topping Lancer Evolution X also gaining an FQ-400 liveried handbrake handle and carbon fibre gearknob.
No compromise
Despite its obvious focus the FQ-400's suspension offers compliance thanks to the Eibach Springs and Bilstein Shock Absorbers, the FQ-400's usefulness as a daily driver not compromised overly thanks to Mitsubishi's chassis tuning. The stiff bodywork not only provides an exceptionally rigid platform for the suspension to work, but excellent crash-worthiness, the Lancer Evolution X attaining a five-star score in Euro NCAP's independent crash tests. The FQ-400's S-AWC and its incorporated stability, traction and braking systems helping avoid an accident in the first place. Even so there's reassurance of seven airbags, seat belt pretensioners and ISO Fix child seating all included in its standard specification.
Fully loaded
Standard equipment for the range-topping Lancer Evolution X model is comprehensive, the FQ-400 coming with Bluetooth hands-free telephone connection, a CD-tuner with 30 Gig hard drive, DVD satellite navigation and privacy glass. Convenience features like remote central locking, automatic headlamps and windscreen wipers increase the FQ-400's ease of use, the huge performance it offers not coming at the expense of usefulness. Like its Lancer Evolution X relatives it features comfortable seating for five as well as a usefully sized boot, the FQ-400 bringing all the convenience of the standard saloon car it's based upon – but with explosive performance potential.
Setting the standard
Standard it's not though, instead the FQ-400 is a standard setter, with performance that's the measure of any rival and many exotic sports and supercars costing many multiples of its £49,999 list price. Available from June 2009, the FQ-400 is covered by a three year / 36,000 mile warranty.

2010 Mitsubishi Lancer Sportback

Mitsubishi has officially confirmed that the five-door Lancer Sportback will be available in the U.S. this summer as a 2010 model.
The five-door Lancer Sportback shares everything with the sedan variant from the C-pillar forward. Behind the C-pillar the Sportback gets a unique rear end. The overall length is slightly longer than the sedan and offers more cargo carrying capacity.
The version to have is the Sportback Ralliart that is powered by a 237 horsepower 2.0L turbocharged MIVEC engine. All-wheel-drive is standard as well as the six-speed Twin Clutch-Sportronic Shift Transmission (TC-SST).
Pricing will be announced closer to the Sportback's on sale date.

PRESS RELEASE:
Mitsubishi Motors Brings Versatile New Five-Door Sportback To Award-Winning U.S. Lancer Lineup
Mitsubishi Motors North America today confirmed that the versatile all-new five-door Lancer Sportback will arrive in U.S. dealerships this summer for the 2010 model year. The Sportback will meld high performance and progressive design with an extra dose of utility to feed the most active lifestyles. The newest member of the multiple award-winning Lancer family is part of Mitsubishi's refocused efforts to introduce new models designed to meet evolving consumer demands. MSRP will be announced nearer to its summer on-sale date.
"American consumers are increasingly asking for fun, attractive, yet practical cars that complement their active and individual lifestyles," said Dan Kuhnert, executive vice president of sales and marketing for Mitsubishi Motors North America. "The Lancer Sportback answers those calls with a heady mix of performance, aggressive styling and the bonus of greatly increased utility, and will be available in two versions - the economical GTS and high-performance Ralliart. The five-door platform has considerable upside potential in the domestic market."
Mitsubishi designers created a dynamic new shape for the Sportback that is instantly recognizable as a Lancer from the front, with its signature "jet fighter" grille, while being completely fresh from the C-pillar rearward. The key element is a sleekly sloping rear door with integrated "roof wing" that creates a visually distinctive shape while making the Lancer significantly more versatile. The door extends down to the rear bumper to make loading cumbersome objects like surfboards, camping gear and bicycles as easy as possible.
The Sportback's overall length is just slightly longer than the Lancer four-door sedan, yet it gains substantial cargo-carrying flexibility-especially when the 60:40-split rear seats are folded flat. One-touch auto-folding rear seats make the newfound space almost effortless to configure. To add still more volume, the rear cargo-area floor of the GTS version can be cleverly lowered three inches, yielding 52.7 cubic ft. maximum cargo space. The roof will also conveniently accommodate a plug-in Thule® Sport Rack for additional flexibility.
The Sportback's basic architecture, technical features and most optional equipment is shared with the Lancer sedan, a winner of several awards, including:
J.D. Power and Associates' 2008 Navigation Usage and Satisfaction Study, naming the touch-screen interface system an industry-leader and the first non-premium brand to ever capture the award
NHTSA 5-Star Safety Rating
IIHS Top Safety Pick
CNET Editors' Choice (Lancer Evolution)
MSN Top-10 New Cars
Sportback GTS models feature Mitsubishi's efficient 2.4-liter engine with 168 horsepower and 167 pound-feet of torque, mated to either a five-speed manual or six-speed CVT automatic transmission.
The Sportback Ralliart is powered by a 2.0-liter MIVEC turbocharged engine that pumps out 237 horsepower and 253 lb.-ft. of torque. All-Wheel Control (AWC) with Active Center Differential (ACD) is standard, as is the quick-shifting six-speed Twin Clutch-Sportronic® Shift Transmission (TC-SST) that it shares with the Lancer Evolution. Both the CVT and Twin-Clutch transmissions include magnesium-alloy paddle shifters.
Premium interior features like those found on the Lancer sedans are also part of the Sportback's resume. Key components in the Ralliart version include a standard 140-watt CD/MP3 audio system with six speakers or an available 710-watt Rockford-Fosgate Premium Sound System, in-dash CD changer with MP3 capability, plus Sirius Satellite Radio. A hard disc-drive navigation system with Mitsubishi's exclusive Diamond Lane Guidance to provide route guidance is optional, as are Recaro sport seats that provide optimal support for the driver and front passenger.
The Lancer Sportback also formed the basis for Mitsubishi's 2009 Dakar Rally effort earlier this year. The Dakar is the most grueling rally race in the world and Mitsubishi vehicles have won the event 12 times since their first attempt in 1983.
As an important test bed for future technology, the Racing Lancers used at the Dakar reflected Mitsubishi's ongoing efforts to minimize the automobile's environmental footprint with such features as clean diesel power, bio-fuel capability and plant-based "green plastic" body components.

Mitsubishi Lancer Evolution Piping Accesories

The TMR Mitsubishi Evo X

TMR Performance has released their  TMR Mitsubishi Evo X which will compete in Targa Tasmania 2010. The TMR Mitsubishi Evo X comes  with the SST dual-clutch gearbox and Hankook Ventus TD221 street-legal R-spec 18-inch tires.
The TMR Mitsubishi Evo X is fitted with the Club Spec ‘motorsport’ package that puts 270kW under the hood of the car and can be fitted to any street Evo. The TMR Mitsubishi Evo X is also 60 kg lighter than the standard car thanks to a number of racing components allowed within Showroom rules.
The TMR Mitsubishi Evo X will compete against 270 other cars in Targa Tasmania 2010 that starts on Tuesday, April 27, and will cover 1500km.

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Tuning-mitsubishi-lancer-evo-x-by-ams performance

After that the engine was completely reprogramme the electronic control unit, high-performance fuel injector and powerful turbocharging. As a result, the power the engine is refined 385 hp

The braking system is upgraded through the installation of mechanisms Stoptech with six-piston front and four slide-hporshnevymi behind. Naturally, also brake linings replaced. The suspension became harder and less ground clearance. To set a wider low-profile tires Dunlop Direzza on 18-inch alloy wheels have had little to expand the front wheel arches. In general appearance the car has undergone considerable changes. Thoroughly elaborated on the aerodynamics of the front part. Retaining force increased at the expense of a new front bumper, redirect the free-air. Bonnet is made of carbon fiber. Of the carbon as well lid, and it established a massive adjustable antikrylo. The rear bumper received a new diffuser.
The cost of the AMS Performance tuning is not specified. While not known as whether they will be available separately or in an integrated package

Mitsubishi Colt Ralliart Turbo Review Test

 Waitresses are the original balance masters. It’s staggering how well they do it. I’m sure you’ve seen them. You know, you walk into a restaurant, and there they are, stacking plates or glasses, until you think “there’s no way they could fit one more on their arm”. But they do. And not only one more, they manage several more.

Of course, there’s only so far they can go before they end up losing all of it. And we’ve all seen that too. As you go higher, the centre of gravity elevates correspondingly. Just like in a car.
As a car gets taller, there’s an increased risk of a roll-over. So please explain how the Mitsubishi Colt Ralliart can be so narrow and tall, yet still handle like it does. The answer is to hand it over to the Ralliart team, and let them have a tinker with it.

But can you change a leopard’s spots? Were they starting from a below average package to begin with? Well consider the Lancer Evolution. The base model Lancer was a bit iffy, but the Evo series has arguably reached cult status, and no wonder.

There are only a few places you can turn for that ‘bang for your buck’. Interesting, then, that a Colt been thrown into the Ralliart mix.

Mitsubishi Colt Ralliart

Introduced in 2004 the Colt has been a quiet achiever in the small car segment. Only in 2006 was a manual variant added, and it saw sales increase slightly, but rivals such as the Swift, Jazz and Mazda 2 had already garnered more of the market.

So, in late 2006, Mitsubishi saw fit to introduce the Colt Ralliart in an effort to boost sales. Using the same 1.5-litre motor but adding a small turbocharger has upped the power from 77kW to 113kW (a substantial jump of 46%), and bumped the peak torque from 141Nm to 210Nm (a similar increase of 48%).

The respectable rise does come at the cost of turbo lag. And when the revs increase, coarseness begins to rear its ugly head, especially above 4500rpm, but fuel economy is still quite good.
Adding over 40% more power and torque can have disastrous consequences if the rest of the car hasn’t been beefed up. Fortunately, suspension, brakes, tyres and wheels have all been upgraded, and the result is a makeover which, although you wouldn’t call extreme, makes the car a different animal.

The increase in thickness of the stabiliser bar at the front, for instance, is only 1mm, but it’s amazing what a millimetre can do. Bodyroll is contained, and combined with the uprated springs, a strut tower brace, better dampers and more rigid suspension components, the Colt Ralliart is suddenly sporting. This comes as a shock when you look at the car, which is easily perceived as top-heavy.

It will dart left and right at only an inkling of steering input, meaning hardly any slack around the straight ahead, much like its Evo sibling. It can be a little deceiving in feel as it tends to spring back to the straight ahead, meaning an artificial weight while cornering. Feedback is pretty good though.

It sits flat when cornering too, and the seat-of-the-pants impression is one of high lateral loading. Probably the Yokohama Advan tyres help here, but the chassis balance is extremely impressive.

Mitsubishi Colt Ralliart

Keep the stability control (ASC in Mitsu speak) on because it will lift-off oversteer quite quickly, with its short wheelbase not helping the case. It is predictable, but it’s better to be safe than sorry. On turn-in it stays neutral, and only pushes wide if you’re going in too hot. Trail braking doesn’t move the tail much though, so it’s a pretty safe car to drive quickly.
Like the Evo too, is the tyre roar on coarse surfaces, and the firm ride. It’s pretty easy to live with day to day though, as passengers won’t complain. Indeed, I transported an 80-year-old lady around the place and she didn’t mind it one bit.
The Colt’s interior is a vast improvement on the spartan Evo IX. Better quality plastics, and no faux-fibre trim leaves an impression of expense. Mitsu’s press release states that ‘the front Recaros are straight from the Evo VIII MR’. This means they’re a bit tight and squashy; those of the larger-derriere persuasion might need shoehorning in and out.
The boot could be a little bigger, and a little more attention to the comfy rear seats would be good too. Infact, given the $14K price gap between the top spec Ralliart and base ES colt, there’s little to differentiate them. The same goes for the rest of the interior.

Mitsubishi Colt Ralliart

Only one badge appears inside the Colt Ralliart, just in front of the gearshift. Either something on the steering wheel, or on the dash would be good, so that as soon as you sit down, you know what you’ve spent all that extra money on.
The fun is in the drive though, which is does well. The gearbox is a little notchy, but still snicks into the gate well, with well spaced ratios and the clutch is light and feels good. The strong engine and brakes are a nice addition but there’s one or two drawbacks. The drop of boost between each gear change is a little disappointing, and although the brake feel is good, overuse will see them cooked quickly.
So this is more of a quick-blast-around-the-city kind of car. But it is common for people to use these little beasts in motorkhanas and track work. A quick pad change, sticky tyres, and an ECU reflash will see your Colt suddenly become a stallion. But even as standard, it still returns a 6.7L/100km fuel consumption average.
What about to the everyday man. Do they look at it and see the potential? Put simply, does it have cred? Judging by the comments received during the week running around in it, yup. Statements such as “It’s so cute, but aggressive at the same time,” and “I’ll bet it’d be a bombed daily.” Yes. Definitely. Whatever the hell that meant….

Mitsubishi Colt Ralliart

It’s a fun car to blast around in, and it surprises with its agility. Handling, braking, steering and performance are all a step up from the standard Colt. But the pricetag is getting up there; $29,990 is a fair whack for what essentially is a done-up Colt. Plus with Fiesta XR4, VW Polo GTI, and Suzuki Swift Sport all undercutting it by thousands of dollars, it’s going to have its work cut out for it.
For those in doubt, the elements of this vehicle’s name fit. This is no boxy, poxy, oxymoron of a car. It’s a well sorted package that lives up to the rally heritage of the company. Yes, the Evo has a feisty little brother. It’s called the Colt Ralliart.

Mitsubishi Colt Ralliart

2008 Mitsubishi Colt Ralliart specifications

Engine: 1.5-litre four-cylinder turbocharged
Power: 113kW
Torque: 210Nm
Top speed: N/A
Safety: ABS, Dual Front, Side and Curtain Airbags, ASC
0-100km/h: N/A
ANCAP rating: 3 Stars
Turning circle: 10.8 metres
Fuel tank: 45 litres
Fuel consumption : 6.7 litres /100km (combined)
Fuel type: 95RON Unleaded

Mitsubishi Colt ClearTec

Company Mitsubishi start selling a special version of
Company Mitsubishi start selling a special version of Colt ClearTec, which like most of the current production models aimed at saving fuel and reducing exhaust emissions. Under the title ClearTec hiding TimeZero technology, aimed at implementing the above mentioned goals.

With regard to modernization, one of the major improvements is the development, already became famous, the system start-stop, which is available for 1.3 liter. gasoline engine. Recall that the system disables the engine at all the stops and include it as soon as the driver pressed the clutch pedal to activate the first transmission.

If you go to the numbers, the Mitsubishi Colt ClearTec has reduced by 30%, as fuel consumption, and CO2 emissions, which now amounts to 5.0 liters. 100 km and 119 g / km of CO2. In addition to the car for the first time used tires with low resistance, which also have an impact on the economy Colt ClearTec.

Obviously, the Mitsubishi Colt ClearTec - this is just the beginning, as the company plans to introduce green technology and Pajero and other models, the emergence of which can be expected within the next few years., which like most of the current production models aimed at saving fuel and reducing exhaust emissions. Under the title ClearTec hiding TimeZero technology, aimed at implementing the above mentioned goals.

With regard to modernization, one of the major improvements is the development, already became famous, the system start-stop, which is available for 1.3 liter. gasoline engine. Recall that the system disables the engine at all the stops and include it as soon as the driver pressed the clutch pedal to activate the first transmission.

If you go to the numbers, the Mitsubishi Colt ClearTec has reduced by 30%, as fuel consumption, and CO2 emissions, which now amounts to 5.0 liters. 100 km and 119 g / km of CO2. In addition to the car for the first time used tires with low resistance, which also have an impact on the economy Colt ClearTec.

Obviously, the Mitsubishi Colt ClearTec - this is just the beginning, as the company plans to introduce green technology and Pajero and other models, the emergence of which can be expected within the next few years.

MITSUBISHI 3000 GT

Mitsubishi 3000 GT was also sold by Chrysler in North America as a Dodge Stealth captive import from the 1991 to 1996 model years with only minor detail/appearance differences. It took its name from the Galant GTO, a two-door hardtop coupé sold by the company in the early 1970s.

Mitsubishi GTO 2001 with SOHC 12v engine, previously only available in the base model Stealth, was added to the Mitsubishi range after the Dodge version was discontinued. Slower sales in the American sports car market led to a planned facelift for 1997 being abandoned in favor of minor cosmetic adjustments, including a new front bumper and hoop wing. In 1999 the car received a partial exterior makeover, including new front bumper, headlamps, turn signals, sail panels, and a large wing for the 1999 VR-4 to distinguish it from previous models. Production for the Japanese domestic market finally ceased in 2000, with the last two cars sold the following year.

Mitsubishi Lancer Prototype-X

 presented a further insight into the next EVO Lancer model. Lancer Evoultion will first come up with the 4-door Lancer Sports Sedan and 5-door Lancer Sportsback. With promised, better in handling dynamics and technology, such as turbo engine performance will expected from this car. The price for this car is unknown yet.

Mitsubishi Lancer GS3 1.8

Mitsubishi Lancer GS3 1.8 not only brings out a gear in sporty driving dynamics but also many additional convenience and comfort features.




All the following features come as standard over the GS2. And there’s still e 6-speed CVT automatic on petrol models available which will cost additional money.

Key features at a glance (compared to GS2):

•18" Alloy Wheels
•140 PS turbo-diesel engine
•Sports Suspension
•Climate Controlled Air Conditioning
•Cruise Control
•Front Strut Tower Bar
•Privacy Glass
•6-speed gearbox
•Stability & Traction Control
•Front Fog Lamps

To mention more, the sculpted dashboard and clear instruments look very good and there’s also lots of space in the car for both passenger and stuff. It drives well enough,accurate and planted.

The 1.8 litre engine comes with a 5-speed manual gearbox, despite that the motor’s 141BHP gives very decent performance – 9.8sec to reach 62mph will be more than rapid for the Lancer’s likely conservative clientele.

Because Mitsubishi Lancer GS3 1.8 takes less than 10 seconds to break 62mph. Apart from the newly added bigger alloy wheel, climate control, a bodykit, privacy glass as well as sportier, beefed-up suspension, GS3 includes all the kit from GS2.

It has no unruly behavior if you try the same with the ESP turned off-the cornering line tightens up nicely in response to a lifted throttle. Grip levels are very nice.

Other than it’s image as a well-behaved, grown-up chassis, but it’s not as lively to drive as the Ford Focus, and refinement over poor road surfaces is also noticeably bad.

The extra kit is certainly very attractive, but what it all does it to push prices up to a probably unattractive level. Just avoid the CVT transmission: it dents performance, fuel economy in addition to refinement.

All in all, Mitsubishi Lancer GS3 1.8 is the cheapest Lancer Sportback with standard climate control and curtain airbags.

Both are hugely very welcome in something that could well be in a family car, and that makes this one of favorite versions of Mitsubishi Lancer.

Mitsubishi Evolution X MR

Mitsubishi Evolution X MR

The EVOs grip levels on the more recent incarnations (VIII, IX and X) are from another world and exceed that of some of the world’s best supercars.

But if you’re still not sold, just Google “EVO Vs Lamborghini” and click the Top Gear/YouTube link, and you will witness an astonishingly uplifting event, not unlike the Russel Crowe movie, “Gladiator”.

Mitsubishi’s Evolution VIII manages to bully a V12 Lamborghini Murcielago into a 180 degrees spin, and effectively wins the race. It’s a remarkable feat made all the more so, given Jeremy Clarkson was driving the EVO and British Touring Car driver, James Kaye was behind the wheel of the Lambo.

But for anyone lucky enough to have driven a recent iteration of Mitsubishi’s finest, it’s probably not surprising at all.

Clarkson is spot on for once. The absurd, if not comical ease, in which the EVO can neutralise a corner, and the sheer velocity the car can carry through that corner, is beyond astonishing, and will leave you thinking you’re the next Lewis Hamilton.

Mitsubishi Evolution X MR

It’s as though an Alien race with no experience whatsoever in building cars, got to work and packaged all this advanced technology into the first thing they saw on the freeway and behold, the Mitsubishi Evolution!

And Evolution is exactly right. While the EVO VIII was a sensation, it was also too hardcore for many. A brutal ride, notchy gearshifts and only five forward speeds, meant a very select and very small market.

Along came the EVO IX with various improvements including an extra cog and a thing called MIVEC (Mitsubishi variable Valve Timing), which made the car faster, smoother and an easier drive than its predecessor.

Mitsubishi Evolution X MR

And while the ride quality was still considered harsh by anyone other than a track day junkie, it was noticeably more compliant than the EVO VIII, especially over speed bumps and those wheel-warping potholes. Was it a twenty-four seven commuter? Not quite, but almost.

As good as the EVO IX was, and let me say, it was astonishing in every department bar the interior, not nearly enough enthusiasts had had the “EVO experience” so while the car had achieved sainthood status, sales were minimal.

Mitsubishi Evolution X MR

In fact, Evolution 1 through IX has chalked up only 120,000 units worldwide, not nearly enough to turn a profit but undoubtedly, one of the best marketing tools in the business.

The bottom line is, Mitsubishi need to sell more EVO’s, so they built the Evolution X in the hope of doing just that.

Mitsubishi Evolution X MR

It’s still a hardcore machine, no doubt about that. But this particular variant, the MR, which I have been driving, has one of those automated manual gearboxes, which can swap ratios quicker, than it would take your left hand to reach the shifter.

It works pretty much the same way as Volkswagen’s DSG gearbox although, Mitsubishi call it a Twin Clutch-Sport Shift Transmission (TC-SST), which was developed by German transmission and drivetrain gurus, Getrag.

It’s fast shifting but doesn’t feel quite as refined as the DSG system but then again, this is an EVO and thankfully, things are still a lot more frenetic on board this car, including the shifts.

You can still have a five-speed manual, if you’re a diehard or more importantly, if you can’t stretch the budget in these dark times, but its the TC-SST more than anything else, which makes this the first incarnation of the EVO you could live with twenty-four/seven.

Peak hour journeys in an EVO IX are what made the car unliveable for any sane enthusiast. By the time you made it to work, you may well have shifted gears over one thousand times or more, without ever making it to third gear. Fifty lashes in a Balinese prison would have been less painful.

The New Evolution MR makes all that pain go away. Just select D in “normal” mode and for all intents and purposes, you are driving an automatic EVO! Perfect for the day-to-day commute.

But get away to some quiet, twisty tarmac and you will want to push the small TC-SST lever forward and engage “Sport Mode” where you will find more of the raw “EVO” DNA.

Bury the throttle and things become decidedly more manic. Gearshifts and throttle response are way more urgent than in “Normal” mode. Keep you foot into it, and all hell breaks loose, with gear ratios held until close on 7000rpm before swapping cogs!

As you can expect with any Twin Clutch transmission these days, you also have the option of using paddle shifters, which despite working well enough, seem superfluous with “Sport” mode engaged with the tacho needle nudging the redline before shifting.

And even as you are fast tracking into a corner, the gearbox will blip, blip, down a few gears, setting you up for the prefect exit. EVO magic

And if you fancy taking your EVO X MR to one of those adrenalin charged track days, then best you hold that little lever forward for a few seconds, until you see S-Sport light up for that true “EVO” experience. Shifts are not only faster again, but gears are engaged at higher revs. It’s no fun around suburbia, but perfect for closed, one-way tarmac.

What made the EVO IX such a quick thing can be attributed in most part to its power to weight ratio, 7.1kw/kg. It had a kerb weight of just 1470kg and even less, if you opted for the performance pack, which included forged wheels by BBS, which sliced off another 1.1kg per corner.

The proverb says, “You can’t have your cake and eat it too”. You can, with a 2008 Evolution MR.

Sure it’s heavier, a full 155 kilograms if you want to get down to the nitty gritty, the Twin Clutch gearbox alone, makes up thirty kilos and the rest is down to various improvements and kit, which has transformed the EVO into a daily driver.

Who’d have thought, Xenon headlamps with adaptive front lighting and self-levelling, Headlamp washers, Mitsubishi Multi Communication System with Sat Nav, Bluetooth and iPod connectivity, Rockford Fosgate 650 watt sound system and Leather combination seat trim with heated front seats – in an EVO!

But while the interior is a world away from the ultra basic materials and kit in the EVO IX, it is nowhere near the level of attention in the German marques. More work to be done here.

But sitting in the driver’s seat of the Evolution MR remains the best seat in the house. The Recaro pews are slightly less bolstered than those in the EVO IX, but significantly more comfortable and easier to climb into and out of.

It’s not that Mitsubishi hasn’t been mindful of weight gain with the tenth incarnation. The new engine has been cast from aluminium not iron, which is not only 12.5kg lighter than that employed in the EVO IX, but produces more torque and more power at precisely the same revs.

If there was one thing I didn’t like when I first drove EVOs VIII and IX, it was the go kart like, quick ratio steering, which I found way too sensitive on a car which was capable of decimating any bend in any road.

I even called Mitsubishi’s press car boss in NSW and asked him, if anyone else had mentioned it. His answer was “no, never found that a problem”. He was dead right; I just needed more time behind the wheel after which, I would cherish its pinpoint accuracy. But it was also one of those things, which made the EVO a pure enthusiast’s machine and not exactly ‘punter’ friendly.

The EVO MR is a much more comfortable steer with its rack and pinion set up. Not quite as accurate but more weight and less manic – all the better for tackling suburbia or the office commute.

Mitsubishi Evolution X MR

The Brembo 2-piece front brake disc coupled with significantly larger brake rotors all round, has made a world of difference. Whereas, you had to bury your right foot deep into the firewall for a quick stop in the EVO IX, the MR requires a much lighter touch and feels far more progressive.

It just doesn’t feel as fast as the EVO IX, but that’s more about the way the power and torque are delivered, far more linear with new MR.

Its quieter too, more noise insulation this time around, unless of course you going for it in “Sport” mode, then that good old EVO metallic scream, is back where it belongs.

While it might be heavier, the grip provided by the 18-inch BBS alloys shod with 245/40 Dunlop SP Sport 600’s in concert with Mitsubishi’s Super All Wheel Control System (S-AWC), which adds Active Stability Control, seems altogether contrary to the laws of nature and every bit as good as the EVO IX.

Mitsubishi Lancer  British Evolution X british Police Type

INFORMATION - MITSUBISHI LANCER EVOLUTION VIII

I had butterflies in my stomach and could barely sleep the night before I picked up the Mitsubishi Lancer Evolution 8 from the Press Depot. I didn’t know what to expect, from what I heard it was an awesome drive and something to yearn for. On the other hand, the images, along with the prospect of driving a $60,000 Lancer didn’t do much for me.

After an early start and an hour and half long drive to the Press Depot, I was finally confronted with the Canary Yellow Evo 8, baring its front mount inter-cooler and aggressive front end. In the flesh, the Evo 8 is just something else; it has a deviating stance, which can only be described as menacing. It sits on light weight 17” Enkei alloy wheels that are engulfed by 320mm Brembo brakes up front and 300mm Brembo brakes at the rear.

After a quick check-over the car it was time to hop in. When you plant your backside into the Recaro’s, they hug you tightly and ensure you don’t move an inch. The Momo steering wheel is of perfect size and has a very pragmatic design. After turning the key and starting the engine, you are met with 3 driving modes. Tarmac, Gravel and Snow. After digging your left foot into the heavy, dry-plate hydraulically controlled clutch you put your hand onto the gear stick and move it into first. It’s only then that you realise how short, sharp and precise the 5-speed gearbox is, it simply leaves you speechless.

An embarrassing moment with the European positioned windscreen wiper stalk is soon overcome with a stab of the accelerator. And what a hearty and mind-blowing stab it is! As the boost continually winds from ~3000RPM right through to ~7800RPM you are left with a grin from ear to ear. The car has very relaxed and stable highway dynamics, the 5^th gear revs at around 2800RPM at 100km/h. It would be far more beneficial to have a 6^th gear to reduce fuel consumption even further.

The motor is a slouch under 3000RPM; you are simply driving a slightly worked 2.0L engine off-boost. It caught me out on a few occasions, and you get a reality check, making you are aware that it won’t zip you out of a potential hazard unless there are plenty of revs and boost. The Evo 9 is powered by the Mitsubishi 4G63 2.0L MIVEC, turbo-charged L4 engine. It produces 195kW @ 6500RPM and 355Nm @ 3500RPM, although it doesn’t sound like much, the Evo simply doesn’t need any more power, coupled with AWD, 195kW is just right for the Evo, any more and things would start to become un-manageable and slightly less predictable.

When you hit the bends, all the negatives quickly vanish into thin air. The setting for our drive was a tranquil and bushy area near Steiglitz, in Victoria. The Evo 8 continually manages to defy the laws of Physics. You can throw the Evo into a bend at an insane speed and the car simply sticks and shows absolutely no hint of letting go. It’s even hard to get the tyres to squeal. It simply provides an insane amount of grip.

SAYC (Super Active Yaw Control) is a computerized system that varies the ACD (Active Centre Differential) and provides dynamic amounts of power to each wheel. A natural instinct is to correct oversteer in any car. With the Evo, the computer takes care of it, you can feel the back end stepping out but, the Evo corrects it for you and thanks you for your meagre attempt to throw it out of control. Switch the ACD to the ‘Gravel’ setting and be prepared to be amazed. Drop the back end out on a dirt road and add power, with ease, the SAYC manages to help you out significantly, it’s simply astonishing.

There is also a small switch in front of the handbrake that activates a 3 nozzle water spray for the intercooler. It sprays a fine mist of air into the intercooler piping and cools the air prior to being put through the intake process. We couldn’t really feel any major performance difference between the nozzle spray being activated and disabled.

Mitsubishi claims a sub 6-second 0-100km/h time. So, it was only logical to test this theory out. With the clutch pedal in and 1^st gear selected, there is a rev-limiter at 5000RPM. After loading it up to 5000RPM, you can hear the engine bouncing off the rev limiter, that’s when you know it’s time to bring the clutch to friction and then side-step it. From there on it feels like there are 3 oversized Sumo wrestlers pushing your chest back into the seat and holding you there with full force, all the way up to ~7800RPM. After a quick stab of the clutch and a short throw of the gear stick into second gear it starts again until you reach 100km/h, in well under 6 seconds, in fact, closer to 5 seconds than 6. I can assure you that the smile didn’t come off my face for the rest of the afternoon.

Braking in the Evo is an easy task. The brakes at the front end are 4-pot 320mm Brembo’s and the rear end is equipped with 2-pot 300mm Brembo’s. They are absolute monsters and showed no fade through our vigorous testing. They pull the Evo up in astonishingly short distances and go hand-in-hand with the cars performance figures. I wear a size-13 and found there was limited room in the foot well for easy heel-toeing, which became somewhat irritating after a while.

Fuel consumption in the Evo is reasonable. We travelled around 1300km and used around 135L of PULP (Premium Unleaded Petrol), which was an average of around 10.38L/100KM. Around 500 of those 1300KM were highway driving, the rest on the other hand was rather heavy handed driving. So, the overall fuel consumption was reasonable for a car of its size. 

The Evo 8 has fantastic ‘street-cred’. The Evo is a rare car and people are surprised when they see it on the road. On numerous occasions I noticed people almost trip over whilst turning their heads and gawking at the Canary Yellow machine. Traffic light Grand Prix are sorted out with minimal hassle and leave most gob smacked at how quickly the Evo moves to the speed limit. And before you ask, yes, there were numerous Sti drivers that had a good gander also!

Another downturn to the Evo is the common rev-retainment issue. After accelerating up to around 4000RPM and de-clutching the car takes around 1-2 seconds to drop the revs back to a reasonable level, making the engine rev loudly for a short while and making the driver look like an amateur. After a bit of an investigation, I found out that it’s a common problem between Evo 8 owners and hasn’t yet been resolved.

A lightweight aluminium bonnet contains a haze emitting outlet at the top. The boot lid comes with a lightweight carbon fibre spoiler that is in the worst possible position. It directly blocks the view of trailing traffic in the rear vision mirror and makes it look like other drivers are flashing their lights at you at night time, due to the height of the spoiler. The engine bay is also quite cramped and provides limited room for DIY work.