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***The Evolution of the Evolution***

Discussion in 'Mitsubishi' started by CLUTCHONE, May 14, 2006.

  1. CLUTCHONE
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    CLUTCHONE Active Member

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  2. CLUTCHONE
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    CLUTCHONE Active Member

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  3. CLUTCHONE
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    CLUTCHONE Active Member

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    The Evolution

    The Lancer Evolution (colloquially known as the "Evo") is Mitsubishi's flagship sports car. Based only on the unibody of the domesticated Lancer sedan the Evo is a rally inspired, turbocharged, all wheel drive, durable and finely tuned automobile. The number designation of the model is most commonly a roman numeral. Evolution models prior to version V were the officially approved models for Mitsubishi's efforts in the World Rally Championship's Group A class and SCCA Pro Rally Championship. In order to follow these rules, the Evolution is based on the same platform as the Lancer, but is much more powerful and the only major part in common between the Evo and the Lancer is the unibody. Nine street versions of the Evolution have been produced from 1993 up to today. Evolution versions VI, VII, VIII and IX did not need to meet WRC homologation requirements.

    The Evo was originally intended only for Japanese markets but demand on the 'grey import' market led the Evolution series to be offered through limited type-approval in the United Kingdom and in various European markets from around 1998 (Evo V-VI). Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions. The current 2006 Evolution (US market) includes a turbocharged 286 hp (213 kW) inline four-cylinder engine and a full-time all wheel drive powertrain. Variable valve timing is an Evolution first in 2006, coming in the form of MIVEC (Mitsubishi Innovative Valve-timing-and-lift Electronic Control). Japanese-spec cars were limited by a gentleman's agreement to advertise no more than 280 PS (276 hp), a mark already reached by the time of Evo IV; however, each generation of Evo's power has clandestinely evolved above the advertised number, with the Japan-spec Evo IX having real output of about 320 PS, and various versions available in other markets, particularly the UK, have official power outputs up to 405 bhp (302 kW). Even standard components are considered "tuned" compared to other vehicles. For instance, the flywheel on normal cars weighs about 12-15 kilograms but the Lancer flywheel weighs a mere 6 kilos for very quick engine response. Unfortunately, the Evo has also been evolving into a heavier and heavier vehicle with each generation in face of tougher worldwide safety and emission regulations.

    The Lancer Evolution was unique among its competitors in the World Rally Championship in that it is a homologated Group A car slightly modified to be able to race competitively against WRC class cars. They were successful in the WRC Rallies from 1996-1999, thanks to the Finn Tommi Makinen, for clinching the driver's titles from 1996-1999, and the help of teammate Richard Burns for clinching the manufacturer's championship for the first time in 1998. The Evolution however has now been replaced by the Lancer/Carisma GT and the new Lancer WRC04, but the Evo still competes in the Group A and Group N classes.

    In some European markets, the Evo was sold as the Mitsubishi Carisma Evolution. Proton Motors of Malaysia races an Evolution VII as the Proton Pert in various APAC rally series.
     
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  4. CLUTCHONE
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    The Evolution of the EVO

    Evolution I

    The Evolution I was introduced in 1992 to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. The latter was a stripped-down club racing version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to save approximately 155 lb (70 kg) less than the 2730 lb (1238 kg) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 247 PS (244 hp/182 kW) at 6000 rpm and 228 ft·lbf (309 N·m) at 3000 rpm, along with all wheel drive which would become a trademark on all Evo models. 5,000 Evo Is were sold between 1992 and 1993.


    Evolution II

    The successful Evo I was changed in December of 1993, and was produced until 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and beefier tires. Power output was increased to 256 PS (252 hp/188 kW) from the same engine and torque was unchanged for both GSR and RS models.


    Evolution III

    Once again the Evo II was tweaked in 1995 with most of the minor changes affixed to the previous model. Mitsubishi's goal for the third generation was improving cooling and reducing lift, and a revised turbocharger and increased compression ratio of 9.0:1 meant a 15 PS (15 hp/35 kW) boost to 270 PS (270 hp/215 kW). 7,000 were sold between 1995 and 1996, making it the best-selling Evo yet.


    Evolution IV

    The Lancer platform was completely changed in 1996, and along with it the Evo, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight, limited-slip front differential on the RS model and a new turbocharger increased power to 280 PS (276 hp/206 kW) at 6500 rpm and 260 ft·lbf (352 Nm) of torque at 3000 rpm. Mitsubishi's new Active yaw control appeared as a factory option, which computer-hydraulically controlled torque split individually to the wheels and meant that the 6,000 Evo IVs produced all sold quickly. The Evo IV can be distinguished by its two large foglights on the front bumper, and the newly designed tail lights on the rear, which became a standard design to Evo VI, which would become yet another trademark of the Evolution series. This new generation marked the end of lightweight Evos in favor of more technology and more power.


    Evolution V

    In 1997, the WRC created a new class, "World Rally Car", and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi completely redesigned the Evo IV with this in mind and introduced the Evo V in January of 1998. All aspects of the car were changed, most notably AYC became standard and the turbocharger, brakes and cylinder bore (by 0.3 mm) increased in size. Torque was increased to 275 ft·lbf (373 N·m) at 3000 rpm. Power officially stayed the same, at 280 PS (276 hp/206 kW) as agreed by Japan's automotive gentlemen's agreement that all cars would have 276 or less hp, but reputable sources[weasel words] claim horsepower was actually somewhat higher. More aggressive bodywork finished the package along with Brembo brakes.


    Evolution VI

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

    Yet another special edition Evo VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi numerous WRC drivers championships. It featured Recaro seats, 17" wheels, a MOMO steering wheel and shift knob, and came in an exclusive shade of red with special decals, replicating Tommi Makinen's rally car's colour scheme. This car is also sometimes referred to as an Evo 6.5.

    It was during the Evo VI's model run that American car enthusiasts, who had been previously denied the Evolution models, began to clamour for its introduction to the United States. This was primarily due to exposure of the Evolution in movies, anime like Initial D, and video games such as the Gran Turismo series.
     
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  5. CLUTCHONE
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    CLUTCHONE Active Member

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    The Evolution of the EVO

    Evolution VII

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


    Evolution VIII

    The Evolution was changed again in 2003, this time sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. It was available with 280 PS (276 hp/206 kW) in three trims: standard (GSR in Japan), RS (devoid of all excess components, such as the rear wing, trunk carpeting, interior map lights, power windows/doors, and radio) and MR, which came with a new vortex generator (a set of ridges above the rear window to improve aerodynamics). Both RS and MR Editions came with a revised limited-slip front differential.

    The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to realize more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive, to the ACD 5 + Super AYC 6 traction control and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models and used first on the Galant GTO. Other parts on the MR include BBS alloy wheels, Recaro bucket seats, Brembo brakes, and a MOMO steering wheel

    In the United Kingdom, many special Evolutions were introduced, which included FQ320, FQ340, and FQ400 variants (FQ said jocularly to stand for 'Fucking Quick'). They each came with 320, 340, and 400 hp (239, 254, and 298 kW), respectively.

    The FQ400, sold through Ralliart UK, is of particular interest: it produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by UK tuning firms Rampage, Owen Developments and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific output per litre of any roadcar engine. With a curb weight of around 3200 lb, it achieves a 0-60 in 3.5 seconds and a 0-100 in around 9 seconds truly making it a supercar, all for around £47,000. BBC's Top Gear demonstrated how the FQ-400 could easily keep up with a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1.24.8. (which is faster than a BMW M5)

    The Lancer Evolution VIII was also the first Evolution to come to the United States, spurred by the astounding success of the Subaru Impreza WRX which had been released there just three years prior. However, the internal components for the American versions were based largely on the specs for the Japanese Lancer Evolution VII. No US spec Evolution has AYC, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS model, however, does have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to the US in 2004, the first model to sport the ACD and still (as of 2006) the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The timing and tuning are also slightly more conservative than its Japanese counterpart, but this is mainly to adhere to the strict emissions regulations of the U.S. (California in particular).

    Most Evolution VIII's sport a carbon fiber rear wing with matching body-color endplates, except for the MR Edition, whose endplates are painted black. The RS Edition does not come standard with a rear wing.


    Evolution IX

    Mitsubishi introduced the 2006 Lancer Evolution IX at the 2005 New York International Auto Show. The 2.0 L 4G63 engine now gets MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m) - however actual figures are believed to be at least 10% higher. [citation needed]

    The Lancer Evolution IX models (RS,IX,MR) vary in their performance capabilities. Subtleties unique to each model account for variations in acceleration, handling and top speed. The decontented RS is the purist's car, reaching 60 mph in a mere 4.4 seconds, compared to 4.5 for the slightly heavier IX and MR models (which have power windows, rear spoilers, and Xenon lights). Weight savings of over 60 pounds give the RS a subtly sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX and MR on an identical course. The premium price of the top-model MR is not spent in vain if speed is a priority, as the MR's 6th forward gear allows it to reach 165 mph at 7,000 rpm compared to 157 at 7,000 in 5th for the RS and middle-positioned IX models. (Note: Data relevant to U.S. model specifications)

    The IX keeps all the Evolution VIII MR goodies like Bilstein shocks, a 6-speed manual transmission, vortex generators, BBS alloy wheels, Recaro bucket seats, Brembo brakes, MOMO steering wheel, and an aluminium roof. Additional revisions from 2005 include a closer gear ratio for the 5-speed transmission, new lighter Enkei wheels on non-MR models, a redesigned front end w/c a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes) and new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car.

    All three models will be available in the US. All models use the same 286 hp (213 kW) engine. All models use a front and rear LSD (Limited Slip Differential), and an ACD (Active Center Differential).

    Standard/GSR - revised 5-speed, standard model
    RS - revised 5-speed, aluminium roof, gauge pack, minimal interior
    MR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack
    Three models will also be available in Europe and Japan. Although all models use the same 286 hp (213 kW) engine, the torque differs from one model to another. The GSR produces 295 ft·lbf (400 Nm) of torque while the RS and GT produce 300 ft·lbf (407 Nm).

    RS - revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine
    GT - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
    GSR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, AYC (Active Yaw Control), and double-din radio (this is roughly equivalent to the MR)
    A 2,500-piece, limited edition Evolution IX station wagon will be released in Japan soon after the sedan's debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models will be introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon back end, redesigned seats, and some small chromed trim pieces, the car's interior is the same as the sedan. There is some debate over whether or not the wagon will be introduced to the United States and other markets.

    Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with 4 electric engines connected to the four wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel engines use a hollow doughnut construction to locate the rotor outside the stator unlike other electric motors where the rotor turns inside the stator. The result of this is a lighter engine which translates into lower unsprung weight in a system where the engines are mounted in the wheels. Each in-wheel engine produces a power output of 68hp, thus giving a massive combined output of 272 hp comparable to that of regular, gas powered Lancer Evolutions. The car subsequently competed in the Shikoku EV (Electric Vehicle) Rally 2005.
     
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  6. BoostSpyke

    BoostSpyke New Member

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    and here I am, supposed to be the Mod of Mitsu. nice write up. great work.
     
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  7. minjae

    minjae New Member

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    wow..lots of information..i didnt even kno how the older evo's looked..in a way i like the old ones better..x]
     
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  8. dog283

    dog283 New Member

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    Cool! Very well detailed and lots of info.

    Ever hear of the Evo 0? It's actually mechanically the same as the EVO 1 but built on the previous wedge shaped Lancer body. It was only available in Japan for a very short time before they changed over to the body platform that you see for the EVO 1 to 3. No info on how many were made, but given that almost nobody knows about the car, you can count on a very small number.

    I've seen one in the metal here in the Philippines... Imported from Japan and converted to LHD.
     
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  9. panzer_ko

    panzer_ko New Member

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    True or untrue: The early EVO's had really bad trannies? I heard they were not the greatest quality?
     
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  10. 2000CivicHatch

    2000CivicHatch New Member

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    MmMmmm Evo 3,4,6,7,8,9
     
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