Mitsubishi Lancer Evolution

Lancer Evolution at a glance

The sporting Lancer family first appeared in 1992, designed quickly and specifically for the World Rally Championship. It instantly won over drivers who loved speed. In total ten generations were produced, and Mitsubishi retired the Evolution in April 2016. This article focuses on the ninth and tenth generations. More of the brand's range is in our Mitsubishi catalogue; an earlier car is covered in Mitsubishi Lancer Evo VI TME.

Evolution IX (2005–2007)

The ninth Evolution went on sale in Japan on 3 March 2005 and was produced until the tenth generation arrived in 2007. Alongside the saloon, Japan also received an Evolution IX Wagon in GT and GT-A versions.

Design

The Evo IX is lean, handsome and dynamic, and every detail of the body hints at its potential. The front has darkened headlights with halogen bulbs, an expressive bonnet with a large central vent and a big aerodynamic bumper. Compared with the regular Lancer, the side view differs mainly in its wheels, sills and the large rear wing on the boot lid. Ground clearance is an average 140 mm. At the rear, the spoiler and a diffuser around the thick exhaust pipe are there less for fashion than for the downforce needed at high speed.

Interior

The cabin is less remarkable than the exterior, but sporting minimalism is part of the appeal. The driver faces a small three-spoke MOMO steering wheel and a simple instrument cluster with a speedometer reading to 270 km/h and a rev counter to 9,000 rpm, lit in red and easy to read in all conditions. The centre console has air vents with a large hazard switch between them, a double-DIN radio and small climate controls, all within easy reach. Despite many new features, the Evo IX was about 60 kg lighter than its predecessor. Hard plastics with carbon-look inserts dominate, but the seats are trimmed in good leather with Alcantara, and the pedals have aluminium covers.

The sports seats have pronounced side bolsters and hold the body firmly; the steering wheel adjusts for height, and the gear lever falls naturally to hand. The rear bench has two headrests and a centre armrest with cupholders. The boot holds 430 litres but cannot be extended, as the rear seat does not fold. There is no spare wheel — only a repair kit, tools and a jack — and the washer reservoir and a fluid tank were moved into the boot to improve weight distribution. To save weight, the boot lid has no inner trim panel or handle.

Engine and drivetrain

The big news for the Evo IX was MIVEC variable valve timing on the famous 4G63 turbo engine, which, together with an optimised turbocharger, improved response at low and medium revs. Depending on the version, power went through a five- or six-speed manual gearbox to a four-wheel-drive system with an Active Center Differential, whose clutch is locked electronically as needed; Japanese versions also had Active Yaw Control at the rear to send torque to the wheel with the most grip. Suspension uses MacPherson struts at the front and a multi-link rear, with hydraulic power steering. Brembo brakes have four-piston calipers and 320 mm discs at the front and two-piston calipers with 300 mm discs at the rear.

Evolution X (2007–2016)

After Mitsubishi showed the Concept-X at the 2005 Tokyo Motor Show, the production Evo X went on sale in Japan on 1 October 2007. It was the last Lancer Evolution, offered only as a saloon, and it became a familiar sight in everything from circuit racing and drag racing to rallying and drifting.

Design

The tenth generation follows the styling of the regular Lancer X. A sculpted bonnet flows into a huge "jet fighter" grille, and the bonnet overlaps the headlights slightly for a more aggressive look; small round fog lights sit in the bumper. Crisp lines run along the sides, with decorative vents ahead of the front doors. Ground clearance is 140 mm, and flared arches contain 18-inch wheels with low-profile tyres. The body kit and spoiler improve aerodynamics and downforce, while vents release hot air from the engine bay and help cool the brakes. The rear has a large spoiler, attractive lights, a big bumper with a diffuser and two exhaust pipes.

Interior

The cabin is based on the regular Lancer but adds a MOMO steering wheel and Recaro sports seats in leather and Alcantara with strong side support. The seats lack height adjustment and the steering column does not adjust for reach, though most drivers of average height still find a good position. TC-SST cars have paddle shifters. Hard plastics dominate, but the cabin looks neat. A large display between the two instrument dials shows the drive modes and the real-time torque distribution. Visibility is good, although not as good as in the Evo IX. The Evo X is more suited to daily driving, with an audio system with subwoofer, heated front seats, up to nine airbags and Bluetooth.

The rear seat suits two adults best because of the tunnel, though there is enough knee-, shoulder- and headroom. The boot is small at 243 litres, because the battery and washer reservoir were moved there for better weight distribution, and a full-size 18-inch spare sits under the floor.

Engine and drivetrain

To save weight, the block, head and timing-chain cover are made of aluminium. The six-speed TC-SST has two clutches, and earlier cars could also be ordered with a five-speed manual. S-AWC (Super All Wheel Control) combines an active centre differential with a multi-plate clutch, an active rear differential that vectors torque between the rear wheels, and stability control. Special versions included the British FQ-330 SST of 2009 with about 242 kW (329 PS) and the FQ-400 with about 294 kW (400 PS), according to published figures.

The Evo X uses the regular Lancer platform but with an aluminium roof, front wings, bonnet and bumper beams, plus extra bracing and a welded cross-member behind the rear seat. Suspension is MacPherson at the front and multi-link at the rear, with aluminium arms, Eibach springs and Bilstein dampers on some versions and a wider track. Steering is hydraulically assisted, and Brembo brakes with four-piston front and two-piston rear calipers provide stopping power. The RISE safety body uses high-strength steel to form a protective cage, and adaptive xenon headlights turn with the steering.

Strengths and weaknesses

Owners praise the superb handling, sports seats, aggressive looks and huge tuning potential, and families appreciate the high level of safety. The Evo holds the road brilliantly and turns in precisely, and four-wheel drive with a powerful engine delivers excellent performance. Downsides include a small fuel range, mediocre sound insulation, a small boot (especially in the Evo X), a plain interior and hard plastics. Its main rival has always been the Subaru Impreza WRX STI.