rEVOlutionary machine

Mitsubishi Ralliart Evolution Challenge Ireland 4th round to be the ALMC City North Hotel Stages Rally

2008-06-06T23:58:00.001-07:00

Organizers of the Mitsubishi Ralliart Evolution Challenge Ireland have today announced that round four of the Eire-based one-make series for Group N Lancer Evolutions will be the ALMC City North Hotel Stages Rally on 6th July, in place of the Topaz International Donegal Rally on 14th & 15th June, which was initially included in the Mitsubishi championship’s six-round calendar.

The move has come about following concerns that not all of the registered Evolution Challenge teams would be able to gain an entry in Donegal, a scenario that was considered unfair for those who would not be able to compete, as Championship Manager Simon Slade explains:

“We initially included Donegal because of the rally's excellent reputation. However, as the event got nearer we became aware that it would be difficult to ensure that all of our crews would get an entry. It’s a shame, but we fully understand the situation the rally organizers have, with it being so oversubscribed. We therefore looked at moving to another event and the ALMC Stages just outside Dublin on 6th July fitted into our calendar very well.”

Slade continues: “Although some of our competitors would have liked Donegal to remain as a round of the Evo Challenge, they understand the reason why we have had to make the change. However, with the two events a few weeks apart, it still allows competitors to compete in both if they wish.”

Clerk of the Course for the ALMC Stages Rally John Carroll is delighted that his event has been selected as a round of the Mitsubishi championship:

“The ALMC Motor Club welcomes the Evolution Challenge. Whilst traditionally a Clubman’s event, we are now building-up its status and see the inclusion of the Mitsubishi championship as a step towards this. It is also rewarding for the ALMC members in light of their hard work over the last few years. We are confident that the drivers will not be disappointed with the stages we have in store.”

The ALMC Stages Rally will be based at the City North Hotel, approximately 40 kms from Dublin on the M1 motorway. The event will feature three stages ran three times, with a central service area. All of the event’s 145 competitive kms will take place in County Meath.

The 2008 Mitsubishi Ralliart Evolution Challenge Ireland is supported by: Sunoco Racing Fuels, Pirelli tires, Mitsubishi Motors Ireland, Performance Friction Brakes, Speedline Corse wheels, PIAA lights, Murray Motorsport, Sparco racewear, Pacenotes and James Foley Rallysport, who are providing a Group N Lancer Evolution for the 2008 Champion to use in next year’s Rally Ireland.

Yet another Victory for the EVO IX in Cyprus Rally

2008-05-31T02:35:00.001-07:00

The Cyprus Rally, round 2 of the 2008 FIA Middle East Championship (MERC), came to an exciting climax today, with victory for Cypriot Nicos Thomas and co-driver SG Chips in their Mitsubishi Lancer Evolution IX.

Fellow Cypriot Savvas Savva and co-driver Pambos Laos secured second place in their Mitsubishi Lancer Evo VIII, finishing the event 26.2 seconds behind Thomas.

Pre-event, attention was expected to be focussed on Qatar's Nasser Saleh Al-Attiyah and his Ulster co-driver Chris Patterson in their Subaru Impreza WRX N14, and Jordan's Amjad Farrah and Tina Maria Monego - who started 2nd in their Mitsubishi Lancer Evo IX.

This weekend's event attracted a host of famous faces from across the region, including Saudi Arabia's Yazeed Al-Rajihi, Qatar's Misfer Al-Mari, Souhail Al-Maktoum of the UAE, Lebanon's Michel Saleh and Nick Georgiou, Qatar's Khalifa Al-Attiyah, Salah Bin Eidan of Kuwait, and Nizar Al-Shanfari of Oman.

The international field was largely decimated over the weekend's action, however, with only three finishing in the top ten: Al-Attiyah in 3rd, Nick Georgiou 6th and Al-Mari 9th.

Thomas' victory makes him the second Cypriot driver to win the Cyprus Rally since 1991, after Charalambos Timotheou won here last year. At 20 years of age, not only is Thomas the youngest driver ever to win the Cyprus Rally, his win also makes him the youngest driver to ever win a Middle East Rally Championship event.

>From Day 1, the event belonged to 20-year-old Cypriot driver Nicos Thomas and co-driver SG Chips, who held a 12.9 second overnight lead in their Mitsubishi Lancer Evolution IX.

The weekend's action got underway at 0830 yesterday morning from the service park on Limassol's seafront promenade; 49 crews started the event. Cypriot drivers enjoyed considerable success from the outset and Constantinos Tingirides and Angelos Loizides set the pace early on in their Subaru Impreza N12, storming to an impressive lead over the morning's first two special stages.

SS1 (Lagoudera - Kapouras) saw an outstanding drive from current Cyprus Championship leader Tingirides, setting an impressive time of just 16m 08.6s, with the Mitsubishi Evolution VII of Paraskevas Paraskeva and Yiannos Evripidou 11.8 seconds behind. Stavros Antoniou and Nicos Thomas finished the stage 3rd and 4th fastest consecutively. Technical problems plagued Al-Attiyah and the best he could manage was 11th fastest, 41.2 seconds behind Tingirides. Farrah was back in 13th, 51.7 seconds off the leader. All 49 cars which started the rally completed SS1.

Speaking at lunchtime service on Leg 1, both Al-Attiyah and Farrah admitted they were losing time heavily due to mechanical problems. Al-Attiyah was suffering loss of power due to what was thought to be an internal engine problem, but which later turned out to be electrical. Farrah's loss of 1st and 2nd gears made scoring good times on the challenging Cyprus stages impossible.

Tingirides continued to lead the way in SS2 (Kourdali - Ag. Theodoros), setting fastest time through the stage, with Paraskeva 18.6 seconds behind overall. Savvas Savva came in 3rd fastest in his Evo VIII, with Nicos Thomas 4th. Saudi Arabia's Yazeed Al-Rajihi was 5th in his Subaru Impreza 2008, followed by Souhail Al-Maktoum of the UAE, also in a Subaru.

SS3 (Orkontas - Galata) saw Tingirides drop dramatically back to 12th fastest due to a puncture, while Stavros Antoniou made a spectacular comeback (after a puncture in SS2) to finish fastest on the stage. Pantelis Pambouka came in 2nd in his Subaru Impreza, 11.1 seconds behind Antoniou; Al-Rajihi and Savvas were 3rd and 4th fastest through the stage. Thomas came in 5th fastest, placing him 2nd overall, 23.8 seconds behind rally leader Savvas Savva. Nick Georgiou (Evo IX) was 6th fastest through SS3, followed by Andreas Tsouloftas in 7th. Al-Attiyah's problems continued, leaving him 14th fastest through the stage and 9th overall, whilst Farrah finished the stage 16th and 15th overall.

The teams returned to Limassol service after lunch, then headed out again to tackle the last stage of the day, SS4 (Anadiou - Anadiou). While Al-Attiyah was unconvinced that his technical woes were over, he vowed to press on and secure the best result possible. Tingirides, still smarting from losing time in SS3, left service planning to "go flat out in stage 4".

Tingirides kept to his word, bouncing back in the long and challenging final stage of the day to set the fastest time, with Nicos Thomas just 0.3 seconds behind through the stage. Stavros Antoniou managed 3rd fastest through SS4, and Al-Attiyah did all he could to be 4th fastest. Amjad Farrah, still struggling with transmission problems, could only manage 11th.

Ahead of Day 2, the top five MERC drivers were Nick Thomas, Yazeed Al-Rajihi, Nick Georgiou, Nasser Al-Attiyah, and Amjad Farrah. But things went from bad to worse for Farrah in evening service, when his gearbox change hit problems and he overran his service time, resulting in his exclusion. His team acknowledged that this wasn't good in terms of the championship, but hope that the next event will go better.

There was a positive atmosphere at the start on Sunday. Al-Attiyah in particular was upbeat, confident that the previous day's problem had turned out to be an electrical fault, which his mechanics had managed to resolve. Overnight leader Thomas was also quietly confident. Having rectified his power steering problems, he set out for a steady drive, hoping for a podium finish.

Al-Attitah's positive mood was quickly justified, as he set fastest time through the first stage of the day, SS5 (Foini - Koilinia), ahead of Tingirides and Al-Rajihi. Stavros Antoniou and Savvas Savva came through the stage 4th and 5th fastest respectively, while Nicos Thomas did enough to maintain his overall lead with a measured drive - 6th fastest through the stage.

Al-Attiyah was pushing hard all morning to make up for time lost yesterday. He flew through SS6 in 33m 22.5s, and Nicos Thomas responded - setting 2nd fastest time just 0.4 seconds behind, which was enough to maintain his overall lead into lunchtime service. Savvas Savva finished SS6 as 3rd fastest, with Stavros Antoniou 4th fastest and Pantelis Pamboukka 5th.

In lunchtime service, Al-Attiyah admitted that there was a lot of time to make up, "But let's see".

Thomas acknowledged that Al-Attiyah was fighting back, but he remained calm, saying that he was just going "to keep doing the same and hope to do well".

Al-Attiyah kept up his attack on SS7 (Anadiou - Anatiou Short 2), taking the stage just 0.1 seconds ahead of Thomas. Savvas Savva was 3rd fastest, with Pantelis Pamboukka and Leonidas Christofi in their Subaru Impreza STi N12 4th.

Thomas' spirited response to Al-Attiyah's challenge saw him maintain his overall lead going into the final stage of the event, SS8 (Panagia - Arminou). Al-Attiyah lost considerable time in the last stage and could only manage 9th fastest. Pamboukka showed a final burst of speed to take the final stage of the event, but another assured drive from Thomas saw him clinch victory when he went second fastest through the stage.

While Al-Attiyah would have liked a repeat of his many recent victories in Cyprus, he will no doubt be satisfied after his difficult first day to leave Cyprus with 8 points and his MERC lead intact.

Rallies in Cyprus are known for their friendly atmosphere and the 2008 event was no different, with warm temperatures and plenty of sunshine.

Revamped for 2008, the Cyprus Rally is more than ready for its return to the FIA World Rally Championship (WRC) calendar next year. This weekend's event features a combination of new special stages, stages which were first introduced last year, and a selection of classic stages. It is noteworthy that an outstanding 80 percent of the stages are used just once through the course of the event.

The stages met with a largely positive reception from the drivers, most of whom acknowledge that the event remains tough, but most seemed to be enjoying themselves.

The Finish Ceremony and prize giving took place Limassol's seafront promenade later in the afternoon.

The very latest technology was employed for monitoring and timekeeping the event and the official website - http://www.cyprusrally.com.cy - was regularly updated over the weekend to keep everyone in touch with the action.

The Cyprus Rally is organized by the Cyprus Automobile Association (CAA), with support from the Cyprus Tourism Organization, and is sponsored by Cyta, Golden Telecom, Coca Cola Zero, Compusource and Travelscope.

Cyprus hosts two rounds of the FIA Middle East Rally Championship this year. The Troodos Rally, round 6 of the 2008 MERC and the penultimate event in this year's calendar, will be held in Cyprus on 7/9 November.

The Ancestors… Part III

2008-05-23T23:37:00.001-07:00

The final two cars before arriving at magic number 10 are the Misubishi EVO VII and IX. Both of these cars are every bit the workhorse their ancestors are. Let’s review each of these wonderful pieces of machinery.

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 interior map lights, power windows/doors, and radio) and MR. RS Editions came with a revised limited-slip front differential. The new Evolution also sported Altezza taillights.

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, Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, which included FQ300, FQ320, FQ340, and FQ400 variants. They each came with 305, 320, 340, and 400 hp (227, 239, 254 and 298 kW), respectively. It is rumored that the 'FQ' stands for 'Fucking Quick'.

The FQ400, sold through Ralliart UK, produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by United Kingdom tuning firms Rampage Tuning, 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 (1450 kg), it achieves a 0-60 mi/h in 3.5 seconds and a 0-100 mi/h in around 9 seconds , top speed is 174 mi/h (280km/h), while costing about £47,000. BBC's television series Top Gear demonstrated that the FQ-400 could surprisingly keep up with a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute 24.8 seconds, slower than the Murcielago, but highly respectable nonetheless. In a similar test conducted by UK supercar magazine evo, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche Carrera 4S.[citation needed]

The Lancer Evolution VIII was also the first Evolution to be sold in the United States, spurred by the success of the Subaru Impreza WRX which had been released there just three years prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII's US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model has active yaw control, 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 models, however, do 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 2005, with ACD and 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 lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. However, the US version has a quarter mile time of a respectable 12.8 seconds.

Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US version of the Lancer Evolution VIII 2003-2005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evos have lightweight aluminum front fenders and hood. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with 6-speed transmission, bilstein shocks, and factory optional BBS wheels.

The basic RS Edition does not come with an air conditioning system, power windows, locks and mirrors, an audio system, and map lamps. Also deleted was the Anti-lock braking system which came standard in other models...

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005 and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L 4G63 engine got MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 lb·ft (305 N·m). WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 hp (22 kW).

The USDM Lancer Evolution IX models (standard (or "GSR" in some markets), RS, SE, and MR) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The resulting weight savings of over 60 lb (27 kg) gave the RS a subtly sharper handling responsiveness that helped it shave fractions of a second off the lap times of other models on an identical course. However, the top-end MR had a high top speed, since its 6th forward gear allowed it to reach 165 mph (266 km/h) at 7,000 rpm compared to 157 mph (253 km/h) at 7,000 rpm in 5th for the RS and middle-positioned IX models.

The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

Three trims were available for Japan, Asia and Europe. Although all models used the same 286 hp (213 kW) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 hp (206 kW). The GSR produced 295 ft·lbf (400 N·m) of torque, while the RS and GT produced 300 ft·lbf (407 N·m).

In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp (254 kW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb·ft (492 N·m) at 3200 rpm - 8 lb·ft (11 N·m) more than the FQ-400. All four models were designed to run on super unleaded petrol only.

All four models were available in the US. All models used the same 286 hp (213 kW) engine. All models used a front and rear Limited Slip Differential, and an Active Center Differential.

All of the American models are the same in power and performance. The only thing that sets them apart is the Evo RS, which is 80 lbs lighter than the MR and SE models.

To the standard (or "GSR") model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slighty different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan's debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior was the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel motors used 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 was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 hp (51 kW), thus giving a combined output of 272 hp (203 kW), comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005.

The Ancestors… Part II

2008-05-20T00:51:00.001-07:00

Let’s continue in our quest of honoring the proud granddaddies of the Mitsubishi EVO X.

After its reign, the V bowed down to the VI….

The Evolution 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 Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge fog lights 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, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp (246 kW).

Yet another special edition Evolution VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi four WRC drivers’ championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Makinen logo), 17" ENKEI white wheels, a leather MOMO steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI 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 Evolution 6½ or Evolution 6.5.

In 2001, Mitsubishi was forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi 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.)

The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification ; GT-A only diamond cut finish 17-inch (430 mm) alloy wheels, clear rear light lenses and all in one style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinguishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.

Interior could be specified with factory options of deluxe velour interior, full leather or the Recaro sports seats. The GT-A interior was different in that it had chrome door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and rev counter. The GT-A also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter.

The 5-speed automatic gearbox had what Mitsubishi called "fuzzy logic", which meant that the car would learn what the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most tiptronics via steering wheel + and - buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with a very usable 272 bhp (203 kW). The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon.

The Ancestors… Part I

2008-04-28T02:23:00.000-07:00

As we await the joyous release of the EVO X, let us celebrate this momentous occasion by honoring its very prestigious line. Let’s take a walk down memory lane and review the X’s past incarnations. We already know just how great the EVO line is. Even its first appearance back in October of 1992, the EVO has been wowing the world with its aerodynamic look and superb performance and handling.

Let’s reminisce starting with the very first.

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 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 2,730 lb (1,238 kg) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 250 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 Evolution models. 5,000 of the first generation Evolutions were sold between 1992 and 1993.

The successful Evolution I was changed in December of 1993, producing the EVO II 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.

January 1995 saw the arrival of the Evolution 3- and this time the 5,000 strong production run was bought up more quickly than the Evolution 2. The Evolution 3 looked more serious, with its new nose molding (to channel air better to the radiator, intercooler, and brakes). New side skirts and rear corners, while the rear wing had grown again to reduce lift. Under the vented aluminum bonnet a new TDO5-16G6-7 Turbo, new exhaust system and increased compression brought another 10 PS (10 hp/7 kW) power rise, Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5 speed quafe gearbox. Interior tweaks were limited to a new Momo steering wheel (GSR only) and new fabric on the Evolution 2 type Recaros. The specs on this vehicle were an engine 4G63T size of 1997 cc, 270 bhp (201 kW) at 6250 rpm, torque was 228 lb·ft (309 N·m) at 3000 rpm, weight is 1260 kg (RS 1190 kg). A top speed of 149 mph (240 km/h) and 0-60 mi/h in 4.9 s.

The Lancer platform was completely changed in 1996, and along with it the Evolution IV, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were two versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and 16" (41 cm) steel wheels as these were items that would be replaced by anyone entering the car into competition events. The RS also had wind up windows, no air conditioning, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had a factory option of thinner body panels and thinner glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (276 hp/206 kW) at 6,500 rpm and 260 ft·lbf (352 N·m) of torque at 3,000 rpm. Mitsubishi's new Active yaw control appeared as a factory option on the GSR model, which used steering, throttle input sensors and g sensors to computer-hydraulically controlled torque split individually to the rear wheels and as a result the 10,000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution VI, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos—the GSR in particular due to the added technology systems—but to counter this the car produced even more power—the weight of the RS being 1260 kg (2778 lb) and the GSR being 1345 kg (2965 lb).

In 1997, the WRC created a new "World Rally Car" class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January of 1998.

Many aspects of the car were changed such as:

* The interior was upgraded in the GSR version with a better class of Recaro seat.

* The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force.

* The track was widened by 10 mm (0.4 in), the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking.

* In addition the brake master cylinder bore increased by 0.3 millimetres (0.01 in).

* The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ecu was changed to include a flash ROM.

Furthermore, the turbocharger was again improved. 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 some claim[who?] horsepower was actually somewhat higher.

Source: wikipedia.org

EVO IX Bows Out Gracefully with the EVO IX MR FQ360

2008-04-18T22:24:00.001-07:00

After reigning as the EVO series’ newest speed demon, the IX bows out to welcome the X and releases a last model the MR (Mitsubishi Racing) FQ360. Performance –wise, it’s basically the same as the IX FQ360, with 366bhp, 363 lb. ft, and goes from o to 60 mph in 3.9 sec., but the MR’s chassis has been modified by Mitsubishi Racing in Japan, enhancing its already superb handling. Also, its turbo features titanium-aluminum alloy fins and smaller compressor inlet diameter thus cutting lag and bumping up its response.

But the real star of the show is the new Eibach springs, which lowers the MR by 10mm at the front and 5mm at the rear. Mitsubishi states that the new setup will improve the operation of the Super Active Yaw Control and will greatly enhance stability at high-speeds. Price starts at £34,539 and only 200 models will be produced.

This is a great ending to the IX’s already impressive run. Numerous races and rallies have already been won, and I think it’s time to give its newer counterpart a chance to prove its mettle. The Mitsubishi X is already set to take the racing community by storm. Its numbers are certainly impressive and many are eager to see exactly how it matches up to the IX. The X certainly ensures the EVO’s legacy and everyone expects it to carry the name with pride.

Evo X will debut in India next year

2008-04-04T19:54:00.000-07:00

The tenth Mitsubishi Lancer Evolution car has been going around places and one of its future destinations is the Indian automobile market. By next year, Evo X is slated to debut in India, which will be the follow up model of Mitsubishi Motors for its upcoming sport utility vehicle dubbed as Outlander.

Evo X, which will follow the launch of the Mitsubishi Chennai facility-made Mitsubishi SUV, will penetrate the car market by the first quarter of 2009. The initial batch of Lancer Evolution units, however, will be imported, according to the Japanese company. Because the cars will be made outside India, the base price will likely be a bit higher. At present, a standard Evo X sedan is sold for around $30, 000 and a different modification costs about $32, 000 in other markets. The range for that in India rupee is Rs 12 lakh to Rs 13 lakh but since the cars will be imported, the tag price is estimated at Rs 21.70 to Rs 23. lakh.

“We are planning to bring Evo 10 to India through the completely built route (import),” an unnamed Mitsubishi executive said. “This may push the cars’ end cost but the company has no plans to locally build the car yet.”

The Mitsubishi executive also pointed out that whether the four-door Lancer Evolution sedans will be manufactured in India or not will greatly depend on how the Indian market will accept the Japanese car.

When finally released in India, the four-wheel drive Evo X, which is powered by its 300-horsepower capable 4B11T two-liter DOHC engine, is expected to go against counterparts from fellow Japanese companies Honda and Toyota as well as from models of German automakers Volkswagen and Audi. The Mitsubishi Lancer Evolution, which is the latest installment in the popular sports car series, will go bumper to bumper with Honda Accord, Volkswagen Passat, Toyota Camry, and Audi A4, among others, for the Indian car market.

Source: Business Standard.

Pedder gears up with Evo IX for Asia-Pacific Rally

2008-03-18T20:32:00.000-07:00

Australian race driver Scott Pedder gears up once again with a Mitsubishi Lancer Evolution IX for the MRF Tyres Rally Team in the upcoming 2008 Asia-Pacific Rally Championship that will officially open on April 12.

A couple of years ago, Pedder, who was part Team Mitsubishi Ralliart Australia, was behind the steering wheel of the older version of the Evo IX for the 2006 Australian Rally Championship. Aside from sharing some qualities with the old model of the ninth installment of the Lancer Evolution series, the 2008 Evo IX also has a lot distinct new features and one of which is that it this particular car is a right-hand drive version.

“Probably the biggest difference, and the major reason for this brief test, was to get me used to driving left hand drive which is obviously something very very new to me!” said the 31-year-old Pedder. “Despite some close shaves on the right hand side of the car and a few missed gears early on it became very familiar very quickly.”

Aside from the differences, the latest version of the Mitsubishi Evolution IX still exudes that feel of strength, according to Pedder, who drive tested the sports car with co-driver Glen Weston in Perth, Australia. With the precision-engineered standard Evo parts, this performance car is sure going to perform in the Fédération Internationale de l'Automobile (FIA)-organized international rally.

“The car is very impressive. Most importantly it is incredibly easy to drive which I think is pivotal to our chances in a championship we haven’t been to before and with such a diverse range of climates road conditions and environments,” said Pedder. “Given the change of driving position and my length of time out of the seat I thought it would have taken me longer to get back up to speed but full credit to the Race Torque team for producing a superb overall package. Of course this is not a surprise to me given their speed and success in the championship over a long period of time.”

Pedder, along with co-driver Weston, heads on to the two-day first leg of the APR Championship in the Rallye de Nouvelle Caledonia (New Caledonia) on April 12. This will be a crucial stage as the result of the first leg will provide the momentum for the rest of the duo’s rally season.

Source: Rally Sports Magazine.

Lancer Evolution in Melbourne Int’l Motor Show

2008-03-05T21:59:00.000-08:00

After wowing the enthusiasts and media in recent auto shows in the United States, Canada, and Japan, among others, the Mitsubishi Lancer Evolution headed to Australia and is currently one of the cars to watch out for in the ongoing Melbourne International Motor Show.

Since the 29th of February, the Evo X has been part of the annual auto show of Australia that is held at the Melbourne Exhibition Center. Besides participating in the said exhibition, the latest installment of the popular sports car series being displayed in the show is actually geared with specifications especially for Australia.

The high-performing cars are slated for distribution by the Mitsubishi Motors Australia Limited (MMAL) by the last week of May. The relatively big following of the series, especially for the tenth Evolution car, has pushed MMAL to provide the public with important details on the model. Specifications and choices for performance packs for the initial model of the Lancer Evolution X are provided by Mitsubishi’s subsidiary in Australia.

“Enquiry levels on this vehicle have remained consistently high,” said Rober McEniry, who is the president and CEO of MMAL. “With a great deal of interest from both current Evolution IX owners and potential new customers, we have decided to let everyone know the exact specifications that will be available when production models arrive.”

With the promise of high-performance, the sports car from Japanese automaker Mitsubishi Motors is expected to reach greater heights once production vehicles are distributed in the market.

“The new Lancer Evolution is like no other vehicle in the Evo range,” said McEniry. “It has evolved from being all about raw power into a sleek and sophisticated performance machine.”

The Melbourne International Motor Show runs until March 10.

Source: Full Boost.

Evo X given with best residual value

2008-02-29T18:59:00.000-08:00

The Mitsubishi Lancer Evolution X, along with the other Lancer models, does not only have superb street or track performance to boot courtesy of its meticulously designed and engineered auto parts as this sports car now has a big residual value and ownership costs according to automobile industry experts.

Other brand models of the same car division are left at bay as the Evolution series’ latest addition Evo X garnered a decent residual value of 39 percent after three years or up to 60, 000 miles. According to Lance Bradley, who is the sales and marketing director of the Japanese company Mitsubishi Motors in United Kingdom, the Lancer Evolution continued to evolve but still has the same car genes of that spell performance.

“The new Lancer Evolution X has grown up, but lost none of its performance DNA,” said Bradley. “The SST versions are like three cars in one - for each of normal, performance and hard core track use. As such, it’s no wonder they will be worth good money in the future.”

Aside from the consistency of the cars from the15-year decade series, models from the popular Evolution line do not cost much in terms of maintenance. Before any Evo car hits the mechanic for tweaking, the vehicle has to run for 10, 000 miles first. A Mitsubishi Service Plan (MSP) is also available for Lancer and Evo owners. The MSP of the Lancer Evolution X costs £400. In addition, vehicles of Mitsubishi, regardless of the model, are given with a three-year breakdown and recovery service that is has unlimited mileage.

The Lancer has a 37 percent future value in three years or after 60, 000 miles for the 1.8 petrol and 2.0 diesel models. It will also take 12, 500 miles before this Mitsubishi car needs some tweaking. Moreover, a £200 MSP with a three-year service assistance is also given to the Lancer models.

“For a 4-door saloon in the UK market to be so close behind a key competitor such as the Honda Civic 5-door is a very pleasing result for us,” said Jim Tyrrell, who is the managing director for Mitsubishi Motors in UK. The designers and engineers have worked really hard on this vehicle, and it is good to see all that effort rewarded by the UK’s experts”.

Mitsubishi Lancer and Lancer Evolution X owners are given that assurance that they did indeed purchased a valuable vehicle with the inclusion of all these future services

Source: Easier.

Evo IX cars topped Autralia’s Bathurst Motor Festival

2008-02-12T22:22:00.000-08:00

The Mitsubishi Lancer Evolution is back in the winning column as the two Evo IX of the Team Mitsubishi Ralliart pocketed the first and second spots in this year’s WPS Bathurst Motor Festival held in the difficult Bathurst race circuit of the Mount Panorama in New South Wales, Australia last weekend.

In the grueling 12-hour speed war, the pool of Lancer Evolution IX very much remained in the driver seat and continued to rule over the pack of racers up until the last leg. The Evo IX of Graham Alexander, Rod Salmon, and Damian White beat by a hairline its fellow Evo that had Grant Denyer and Tony and Klark Quin all strapped in. The third car, on the other hand, lagged one lap from the top placers. Such feat further re-established what the 16-year-old sports car franchise from the Japanese automaker Mitsubishi is capable of.

"First and Second in the race, fastest lap of the race and pole position is a pretty good result for the Mitsubishi Evolutions IX's" said Alan Heaphy, who is the principal of the Team Mitsubishi Ralliart.

Aside from the efficient auto parts of the Evo IX, the cars used for this speed battle also underwent ample tuning and assistance from the TMR Dandenong Workshop. This team made the Evo IX rally cars all geared up for either the rough or asphalt road conditions of the Mt. Panorama-based Bathurst race circuit. Among the modifications included the competition brake pads from Project New, racing tires from Yokohama, and a Ralliart differential.

"The Mitsubishi Lancer Evolution IX is such an excellent basis to work from: the task of creating a reliable but competitive vehicle is a pleasure. Running two competitive cars meant that from the outset the team was in for a busy weekend,” said Heaphy. “But to have both vehicles running at the head of the field all day is a fantastic way to recognize the efforts, not just of the drivers, but of the entire team. We are delighted.”

The standard features of the Mitsubishi Lancer Evolution IX further pushed the team to on to the top of the heap.

"The cars were very economical to run, with only the eventual first placed vehicle requiring two front tires towards the end of the event. Other than that, we only saw the cars for fuel. At the end of the race, neither had used any oil and, given a brake bleed, could have done another 12 hours." Heaphy said following the event.

Source: Paddock Talk.

Jamaican racer geared with Evo X

2008-01-31T23:13:00.000-08:00

Jamaican racer Douglas “Hollywood” Gore, who bagged the title last year in the Caribbean Champ, will soon be competing behind the wheels of the tenth Mitsubishi Lancer Evolution RS as presented in the showroom of Motor Sales in Jamaica last January week.

An estimated 250-head count was present in the official launching of Gore’s race car, which is provided by Motor Sales. The room was packed with the people from the media and the motor sports world. Automobile and Mitsubishi Evolution enthusiasts also took part in the festivities.

Carrying a tag of 5 million Jamaican dollars, the youngest car in the world-renowned Evolution series for Gore has a 933 chassis number. The Mitsubishi innovative valve-timing-and-lift electronic or MIVEC is the auto part that makes this sports car mean. This staple Evo X engine is a 4B11T two-liter DOHC intercooled and turbocharged MIVEC. Manufactured with only pure aluminum materials, this beefed up engine is behind the car’s 300-horsepower. Supplementing such power plant, a Super All-Wheel control (S-AWC) is equipped so that a better road handling can be achieved by the driver.

The Mitsubishi Lancer Evolution X RS, which is Gore’s fifth car in the Evolution series in the last 15 years, will finally be put to the test as Gore is slated to compete this March. By next year, the Evo will also see action in the NACAM series.

Source: Jamaica Gleaner.

The 2008 Lancer Evo in Montreal Auto Show

2008-01-24T01:13:00.000-08:00

There is no better place to launch a new model than in automobile shows. Mitsubishi Motors Sales of Canada, Inc., which is the official distributor of all the Mitsubishi models in this North American country, proudly introduced the much-awaited 2008 Mitsubishi Lancer Evolution in the Montreal International Auto Show in Montreal, Quebec last January 18.

The Lancer Evolution, which is the youngest in the famous series, will be distributed all over Canada by next month. In preparation for such release, this annual auto show held in Palais des congrès de Montréal was seen as the best event to unveil it to the public and media.

"We are proud to announce that the Lancer Evolution, which is part of an exciting generation of vehicles showcasing new performance and handling technology, will be available in Canada as of February," said Tomoki Yanagawa, who is the Vice-President, Sales and Corporate Planning for the Japanese automaker.

To further strengthen the new Lancer Evolution in Canada, the distributor went beyond the auto show and made the official site. By visiting www.lancerevolution.ca, enthusiasts, motorists, and press people can find the latest news and photos in the tenth installment in the Evolution series.

The 10-day auto show, which features almost 700 new models and concepts, will run until the 27th of January.

Source: Newswire Canada.

Lancer Evolution now in Canada

2008-01-17T01:39:00.000-08:00

This is the year of the tenth Mitsubishi Lancer Evolution as it gradually reaches thousands of dealerships across the globe. Among the Northern America destinations of the famous Japanese sports car this quarter of the year is Canada.

The Lancer Evolution, which is the latest addition in the 15-year-old series, reached Vancouver. This much-anticipated sports sedan arrived with Koji Soga, who is the chief executive officer of Mitsubishi Motor Sales in Canada.

These sedans, which crossed oceans to reach Vancouver, are in fact the first-ever batch of Mitsubishi Lancer Evolution that are set to be released in dealerships across the country next month.

Source: Newswire.

Evo X doing well in UK

2008-01-16T01:10:00.000-08:00

The Mitsubishi Lancer Evolution X is going to be available two months from now in dealerships across the United Kingdom. This early, however, heads from the Mitsubishi UK is already planning to get more vehicles from the factory as the confirmed orders already reached the maximum of 400 stocks that are allotted for the March release.

Since February of last year, orders have been coming pouring in the main office of the Japanese company for the tenth installment of the 15-year-old Lancer Evolution series. Each future owner has to pay at least £1,000 as deposit for the famous sports car. Aside from the main Mitsubishi branch, a special site (www.mitsubishi-cars.co.uk/evolutionX) was made for potential customers and other enthusiasts of the Evo. Registration and information dissemination are the main function of the website.

“This is a stunning response to this all-new performance car legend and will represent a record month for Lancer Evolution sales,” said Jim Tyrrell, who is the Managing Director of Mitsubishi Motors in the UK. “We’re now taking orders for April delivery”.

It is a given that the Mitsubishi Lancer Evolution has a lot of followers even outside UK. Aside from the popularity of the series, auto shows helped a lot in promoting the eventual release of the latest Evo. This car successfully graced various motor shows in the United States, Japan, and Germany last year. This month, Evo X was one of the highlights in the annual Autosport International Show 2008. The Birmingham-based car exhibition, which was slated from January 10 to 13, included the usual presentation of different car brands and models plus a ‘Live Action Arena’ that showcased the capabilities of some of the participating vehicles.

“The number of people at our stand for the duration of this show is yet further evidence of the broad appeal of this new Evolution,” said Lance Bradley, who is the Sales and Marketing Director of Mitsubishi UK. “People are excited by even the small details designed into the car – like the tiny spoiler built into the rear wheel arches to maximize brake cooling and manage airflow around the wheel housing - and they are delighted to see that we’ve kept the FQ power upgrades in place.”

Source: Easier.

Lancer Evolution names its worth

2007-12-15T18:52:00.000-08:00

In a few months, the Mitsubishi Lancer Evolution, which is dubbed as Evolution X in Japan, is set to arrive in Mitsubishi dealerships across the United States. For the benefit of those who are planning to get the sedan, the company announced last Wednesday that the GSR and MR models are priced at $34,000 and $39,000, respectively.

Such hefty tag prices, however, are just mere estimate and the Japanese company itself still wants to bring down the value for a thousand dollars, where delivery fees are already included. Compared to its predecessor, the Lancer Evolution is much pricey as the Evo IX only had a base cost of $28,679. The MR trim of the ninth Evo, on the other hand, had a $39,000 tag.

Lancer Evolution, which made its first official appearance at last October’s Tokyo Auto Show, will be available in two versions. GSR, which is the sedan geared for the streets, will be available on February. Those motorists hungry for more speed and muscle, however, need to hold their horses until spring.

With precision-engineered auto parts and powerful features, the long wait for the latest addition in the 15-year-old Mitsubishi Lancer Evolution series should be worth it.

Source: Edmunds.

Lancer Evo at the L.A. Auto Show

2007-11-24T18:11:00.000-08:00

Continuing the 15-year legacy of the Evolution series, the Lancer Evolution was officially introduced in the United States as it became one of the top highlights of the Japanese car company Mitsubishi in the ongoing Los Angeles Auto Show held at the sunny-state’s convention center since last November 16.

The Lancer Evolution, which is called as Evo X in Japan, carried the air of strength and form that have been very evident in the previous models. Without a doubt, this tenth installment has drawn attention of both the Evo aficionados and automobile enthusiasts because this sports car was already long overdue. In fact, the second generation of the Evo IX came out earlier than this model.

The long wait, however, is worth of well selected high-precision auto parts that are geared in the Lancer Evolution. With its signature jet-fighter-like front end, this car draws its whopping 291-horsepower from its turbocharged 4-cylinder engine. To supplement such energy and to maintain road stability, an all-wheel-drive feature is installed by its Japanese engineers.

Evo X – course cars in the WRC Japan

2007-10-31T17:49:00.000-07:00

The strength of the Lancer Evolution X was put to the test as several of this four-wheel-drive sports car were used as course cars in the Japan leg of the FIA World Rally Championship (WRC) in Hokkaido last October 26 to 28.

Called as Lancer Evolution in the US, the Evo X cars were tasked to go through the tough terrains alloted for the WRC participants before the rally proper. This was done to make sure that every stages and tracks prepared for the event were all set for the real rally racers. Evo X cars were grouped into two and were christened as the 'Double Zero' and 'Zero'. The former went through the route for half an hour while the latter went through it for 15 minutes. Furthermore, these vehicles from Mitsubishi had roof lights, sirens, and loudspeakers that helped announced the arrival of the participating cars.

It was a rough task for the Lancer Evolution X sports cars but these vehicles were equipped with the right stuff for the WRC challenge. Aside from the MIVEC turbocharged engine, better road handling was achieved with the top-caliber Eibach Springs and Blistein Shocks used for the four-wheel-driven sedans. A tough roll cage is also used to prevent grave interior damage during collisions. Moreover, the latest addition in the Evolution series were also geared with additional protection outside for the rally. Special auto parts like the mud flaps were added.

A relatively new car, the precision-engineered and well-blended auto parts helped the Lancer Evolution X to run through those stages in the WRC held in its homeland. More importantly, Mitsubishi sports cars helped provide details on how special auto parts aid rally car and what aspects need improvements.

A peek inside the Lancer Evolution X

2007-10-30T17:28:00.000-07:00

The facade is not everything for the latest installment in the Lancer Evolution series. Tagged as just Lancer Evolution in the United States, Evo X has so much to offer for those hungry for speed and strength combined with sophistication courtesy of its meticulously chosen interior parts.

Evo X has two models, which are the RS and GSR. Both cars are equipped with MIVEC turbocharged engines that defines what horsepower and torque is all about. To supplement that strength produced by the vehicle's power plant, the suspension system is beefed up. To provide that much needed stability, the Japanese automaker Mitsubishi used Eibach springs and Bilstein shocks underneath this four-wheel-drive sports car.

RS Dashboard

Moving into the sleek confines of the Lancer Evolution X, there are some differences between the GSR and RS. For those who are not up for any speed battles but still wants to experience the Evolution adrenaline, the GSR is the perfect match. This particular Evo X model is best suited for cruising the freeways and city streets anytime. It has seats that are covered with smooth suede materials with linings. There is also an armrest situated in between the seats of the driver and passenger for a comfortable drive. Since the RS is leaning toward the racing world, it has lesser flashy features and has more of a minimalistic feel compared to the GSR.

GSR Dashboard

The rush and feel may vary in these two models of the Lancer Evolution X but both are meant to continue the known heritage the series has established since its debut in 1992.

Evo X goes full blast this October

2007-10-27T02:40:00.000-07:00

October is the month of the long-overdue Lancer Evolution X. This fall, the latest addition in the famous 15-year sports car heritage was made available in Mitsubishi dealers all throughout its homeland Japan last October 1 and just a week a later, graced an auto show in Australia.

The Lancer Evolution X debuted as a vehicle running on a two-liter turbocharged power plant that is complemented with an all-wheel-drive feature. With this wheel system, the Evo X can accelerate with much efficiency. Moreover, the driver gets to handle the automobile with much ease. According to the automaker, an improved version of the car equipped with a Twin Clutch SST transmission is slated to be unveiled before December in Japan.

Less than two weeks after the Lancer Evolution X's debut, the car was then launched overseas. Evo was one of the highlights in the Australian International Motor Show held in the country's capital last October 11.

Evo X becomes 2D

2007-09-21T01:32:00.000-07:00

While the Mitsubishi Lancer Evolution X is still under wraps, hungry Evo enthusiasts, as well as gamers, may, for the meantime, drive in its virtual counterpart in the upcoming video game SEGA Rally Revo, which will be released by the end of September.

The shark-nosed Evo, whose front fascia was said to be patterned after a jet fighter plane, will have its debut in the SEGA Rally Revo, even as its scheduled tipoff is due next summer.

The Mitsubishi Concept-X, the anticipated tenth installment of the highly touted Evolution series, will be joining other mean four-wheel machines, which include the debuting McRae Enduro, the customized HUMMER H3, and the RUF Rt 12 in the video game.

According to the US and Europe-based SEGA, SEGA Rally Revo, which will be available all over Europe by September 28, has versions for PLAYSTATION, Xbox 360, PLAYSTATION Portable (PSP), and the PC.

Evo in Aussie Rally

2007-09-14T01:22:00.001-07:00

Rally driver Brenden Thomas is all geared up in his Mitsubishi Lancer Evolution III for the upcoming fifth ;eg of the Australian Rally Championship, set to get off in the Great Lakes this coming September 15 and 16.

“Normally you would have to go to Melbourne or somewhere like that but to be lucky enough to have the ARC in your own backyard – this is a massive opportunity,” said Thomas said at the launch of the Great Lakes Rally.

For now, the 23-year-old Thomas has set a modest goal of finishing the Aussie Rally inside the top 10.

In March 2007, Thomas was selected to be a participant in the most distinguished 2007 Confederation of Australian Motor Sport (CAMS) Rally Driver Development Program.

Evo drivers bagged International NY Rally

2007-09-14T01:18:00.000-07:00

Geared up with a Mitsubishi Lancer Evolution IX, defending US national champ driver Seamus Burke, along with his co-driver Eddie Fries, successfully pocketed the overall title in the Internal Rally New York held in the Catskill Mountains.

The Burke and Fries tandem remained in the driver's seat from the very first special stage until the last stretch of the two-day event. Despite the absence of the fourth gear since the first day of the international meet, the duo still managed to pull a remarkable finish with their Mitsubishi Lancer Evolution IX. Subaru Impreza drivers Cyril Kearney and Dominik Jozwiak and Arkadiusz Gruszka and Michal Chodan settled for the second and third places, respectively.

The New York-based rally had one day for the very fast concrete road stage and another day for the dusty dirt and gravel stage. These two stages stretch approximately 400 miles.

McRae topped the penultimate round of the WRC Rally New Zealand

2007-09-08T00:33:00.000-07:00

Just one race before the championships end, seasoned drivers Alister McRae and co-driver Erin Kyle, who were behind the wheels of a brand new Mitsubishi Lancer Evolution IX, hauled a remarkable 67 points and eventually took home the title by the end of the speed war in the 2007 Vantage Aluminium Joinery New Zealand Rally Championship held last weekend.

Thanks to the flawless run of the Mitsubishi Evo IX, skippered by McRae, in the last two days of the speed battle, the tandem was adjudged as the leading overall specification car or the Group N category in the World Rally Championship (WRC)-Rally New Zealand event.

“Aye, not too bad. It wasn’t easy – even if I made it look that way,” said McRae. “Obviously with the fact we have a new car and a new co-driver, I tried to pick it up and it worked.”

McRae and Kyle clocked in at 1:26.30.1 for the number one spot in the leg two and fifth round of the New Zealand Rally Championship. Driving a Subaru Impreza, Sam Murray and co-driver Rob Ryan registered at 1:27:03.7, while Hayden Paddon in an Evo IX finished at 1:27:10.9 for second and third places, respectively.

More people gear up with high-performing sports cars

2007-09-08T00:32:00.000-07:00

This summer, the Colorado Autor Finders, a Denver-based used car dealer established in 2001, has noticed a sudden increase in sports cars sales as more and more people have started to appreciate the speedy and beefed up features of these four-wheel machines, like the Mitsubishi Lancer Evolution line, as a way to fight off the heat.

Famously called as the Evo, the Mitsubishi Lancer Evolution has a two-liter turbocharged engine and all-wheel-drive system. This Japanese great find was supposed to be sold only in Japan, but has reached the shores of the United States with its eighth installment (Mitsubishi Evo VIII) since 2003.

According to Ali Awada, the president of the Colorado Auto Finders, joining the Mitsubishi Evo as the most wanted sports cars are the Subaru Impreze WRX STI, and the so-called American staple, the Chevrolet Corvette.

"We have done a robust business in sports cars recently," said Awada. "We can assist customers who don't find the sports car of their dreams at our dealership by referring them to our vehicle location service."

Evolution X

2007-07-27T02:45:00.000-07:00

Spectators and enthusiasts alike were able to witness the unveiling of the next addition in the Mitsubishi Evolution line – the Evolution X – exactly two years ago at the 39th Tokyo Motor Show entitled “The Concept-X”. Then another version of the Evo X, which was tagged as “Prototype-X”, was presented at the 2007 North American International Auto Show.

The soon-to-be Evo X was geared with a newly designed engine that boasted of a 2.0 L turbocharged and geared with an aluminum Straight-4. Mitsubishi's four-wheel drive wonder utilized the improved Super All Wheel Control (S-AWC), which could give off different amount of torque to any wheel at any time.

Automotive writers and other guests during the two car shows were left in awe after learning the other features this concept car had. The future Evo X had a sequential semi-automatic six-speed and twin-clutch transmission with steering-mounted magnesium alloy shift paddles. Aside from the six-speed transmission, an Evo X geared with a 5-speed transmission will also be available.

Before the 2007 ends, production of the Prototype-X is expected to begin. Moreover, the need for speed of Canadians will be answered as this will be the first Lancer Evolution that will be sold in Canada.

Evolution IX (March 2005–present)

2007-07-14T01:54:00.000-07:00

During the 2005 New York International Auto Show, Lancer Evolution IX received a rousing reception when it was introduced. It marked the first time the legendary 4G63 engine was fitted with MIVEC technology (variable-valve timing), boosting official power output to 286 HP and torque to 289 lb-ft.

Actual figures showed, however, that Evolution IX had regressed in power. The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP. The Evolution IX typically pulls 255 WHP on a dynamometer, a difference of 30 horsepower, not even taking into consideration the drivetrain losses.

The Lancer Evolution IX models – RS, IX, and MR – vary in their performance capabilities. The dressed-down RS is the racer's choice – it reaches 60 mph in a mere 4.4 seconds, compared to 4.5 for the slightly heavier IX and MR models, both equipped with power windows, rear spoilers, and Xenon lights). Lighter in weight by over 60 pounds, the RS offers sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX and MR on the course.

MR's value, however, is worth the price, as a 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.

Major features retained by Evolution IX MR were a set of Bilstein shocks, a 6-speed gearbox, vortex generators, BBS alloy wheels, Recaro bucket seats, Brembo brakes, MOMO steering wheel, and an aluminum roof. Upgrades made for Evolution IX were a closer gear ratio for the 5-speed transmission, new lighter Enkei wheels on non-MR models, a redesigned front-end, a more efficient air dam, and a new rear bumper with a diffuser to smooth out the airflow coming out of the car.

A limited edition Evolution IX station wagon was released in Japan soon after the sedan’s debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. 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. The Evolution have not, however, seen light in the US.

Mitsubishi also developed the Evolution Mitsubishi In-wheel Electric Vehicle (MIEV), based on the Evolutions IX’s chassis but with four electric engines connected to the four wheels as a test bed for the next-generation electric vehicle. Each in-wheel engine produces a power output of 68 HP, 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.

Evolution IX is currently running and making wonders both in the streets and in the rallying scene. It is poised to be replaced next year by the powerful Evolution X.

Evolution VIII (January 2003–March 2005)

2007-07-14T01:46:00.001-07:00

Come 2003, the 8^th Evolution generation arrived. Significant new additions include time-sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. Again zooming in at 276 HP, this Evolution came in three trims: standard (GSR in Japan), RS (minus all excess components, such as the rear wing, trunk carpeting, interior map lights, power windows/doors, and radio), and the high-end MR. The latter came with a new vortex generator, which is a set of ridges above the rear window aimed at improving aerodynamics. Both RS and MR Editions have revised limited-slip front differentials.

Bilstein equipped the Lancer Evolution VIII MR with slick-response shocks for improved handling. The aluminum roof panel and other reductions in body weight have lowered the center of gravity. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive system – from the ACD 5 + Super AYC 6 traction control to the Sports ABS systems. First introduced at the 2003 Tokyo Motor Show, MR's other parts include BBS alloy wheels, Recaro bucket seats, Brembo brakes, and a MOMO leather steering wheel.

To the delight of the US-based enthusiasts, Evolution VIII became the first Evolution to be released in the United States. Success of the Subaru Impreza WRX, which had been released there just three years prior, goaded the Evolution to invade the US soil. However, the internal components for the American versions were based largely on the specifications for the Japanese Lancer Evolution VII. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII’s 5-speed transmission.

The Evolution VIII MR edition landed in the US in 2004. It was the first model to sport the ACD and the only one with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential became standard on all models. To allow it to meet strict emission laws, Evolution VIII's timing and tuning were lower slightly than its Japanese counterpart.

A key feature of most Evolution VIIIs was the carbon fiber rear spoiler, with body-color plate garnish. Evolution VIII had a fairly decent debut in the US, but paved the way for its eventual immense popularity.

Evolution VII (March 2001–January 2003)

2007-07-14T01:22:00.001-07:00

Evolution VII was introduced in March 2001. It was based on Mitsubishi's newer Lancer Cedia platform – one that was far bigger than the previous ones – to the dismay of Evolution enthusiasts. Creativity in the chassis, however, more than made up for the added weight.

A key addition was the active center differential (ACD), a newly innovated electro-hydraulically-controlled multi-plate clutch-type limited-slip differential featuring three times the binding capacity of the previous unit. Active Yaw Control (AYC) still controlled torque split in the rear differential, even as a torque-sensing helical limited-slip was installed at the front. With input from a host of sensors, ACD and AYC were both managed by a single dedicated control unit. Together, ACD and AYC improved turn-in and handled the understeer, resulting to controlled tail-out toughness and impeccable steering response.

Power was rated at 276 HP, while peak torque was at 283 lb-ft. Performance was boosted by means of tuned intake ports, a less-restrictive intake manifold, and a smaller twin-scroll turbine housing. Overall, the Mitsubishi Lancer Evolution VII proved that it was a worthy successor to the Evolution VI.

Evolution VI (January 1999–March 2001)

2007-07-07T02:12:00.000-07:00

The designers and engineers of Evolution VI focused mainly on improving the car's cooling performance and engine durability. A new coolant routing path reduced water pump cavitation, and shriveled fog lamps meant even larger openings in the bumper were possible, and the license plate was relocated to the driver's side to get out of the way of cooling airflow. New pistons with cooling channels cast in the underside were installed. Also added was a larger oil cooler, as well as a larger intercooler.

Although Mitsubishi is mum on an increase in engine output for Evolution VI, the car's power delivery improved in RS with the use of a titanium-aluminide turbine wheel, a world's first in a production car. With lower density than a traditional Inconel turbine wheel, this inter-metallic alloy reduced rotational inertia, improving boost response. Titanium-aluminide is more susceptible to dents and damage than Inconel though, and to avoid potential durability problems the titanium-aluminide turbo was not available in the street-based GSR model.

An additional set of 130 spot welds, strategic reinforcements, and structural adhesives were also installed to increase chassis stiffness. New regulations limiting the size of aerodynamic enhancements meant yet another new rear wing for the Evolution. To make up for the lost wing area, Mitsubishi simply added a second tier.

Another trim level was introduced, RS2, combining the RS-only hardware specification with a dose of GSR accessories. American enthusiasts were finally happy about Evolution VI's adoption of several key ideal US specs.

Evolution V (January 1998–January 1999)

2007-07-06T18:50:00.000-07:00

While different WRC classes were evolving, a new class, creatively named "World Rally Car" class, emerged in 1997. WRC class cars had to follow Group A rules, but did not require certification, giving them a more serious purpose-built flavor. Mitsubishi opted to continue competing in Group A and with confidence oozing with the Evolution platform, introduced the Evolution V in January 1998.

To be able to keep faring well against the WRC class cars, especially in tarmac trim, all areas of the Evolution received attention. Vehicle track was increased 40mm in front and 35mm in the rear, with new fender flares and 17-inch wheels. Suspension geometry was tweaked for more travel and lower roll center, and inverted struts were fitted at the front. Both ends of the car got larger brakes.

Evolution's twin-scroll turbine housing was resized to 10.5 cm2, and the 4G63's cylinder bore was increased 0.3mm for improved piston-ring sealing characteristics. At 1998.6cc, total displacement remained below 2.0 liters as per class rules. Power output is rated at 280 HP.

With an aggressive new rear wing, larger hood vents for improving radiator airflow, a deeper front chin spoiler, and enormous cooling vents in the bumper, the Evolution V projected a real mean fighting machine.

Evolution IV (August 1996–January 1998)

2007-07-06T02:10:00.000-07:00

In just a span three days,6,000 Evolution VIs were sold out. The Evolution fever had hit full force. Evolution, introduced in August 1996, was based on an entirely new Lancer platform and had a foot-long technology portfolio.

Clearly, Mitsubishi was barring no holds in the street adaptation of its rally car. Evolution VI was highly competitive in WRC and was earning a well-deserved cult following in the rest of the world, while American enthusiasts remained largely ignorant of the World Rally Championship and the fire-breathing offspring it produced.

Evolution III (August 1995–August 1996)

2007-06-29T21:33:00.000-07:00

It was January 1995 when Evolution III took its turn. Production is quicker that time, as 5000 units were immediately made. The Evolution III looked more serious, with its newly designed mesh hood scoops and front air dam. New side skirts and rear corners were added while the rear wing had grown again to reduce lift.

Under the vented aluminum hood, a new TDO5-16G6-7 Turbo, new exhaust system and increased compression added another 10HPs of power. Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5-speed gearbox. Interior upgrades were limited to a new Momo steering wheel (GSR only) and new fabric on the Evolution II type Recaros. The specs on this vehicle were an engine size of 1997 cc, 270 bhp at 6250 rpm, max speed of 149 mph, and an acceleration that rates 0-60 in 4.9secs.

Rapid development of new models was to become one of the hallmarks of the Mitsubishi Lancer Evolution series, the Evolution III appearing in 1995. As Mitsubishi concentrated once again on the Asia-Pacific Rally Championship, the new Lancer Evolution III was thrown into competition from the first round, the Rally of Indonesia, rather than on a WRC event. While victory on its debut did not materialize, a sequence of four victories began on the third round, the Rally of Malaysia Rally, concluding with the last round in Thailand Rally. Consistently superior to its rivals, Mitsubishi collected both the Manufacturers and Drivers Championships.

With its huge rear wing reminiscent of a formula car and a purposeful front bumper, the Lancer Evolution III was styled as the ultimate rally machine. As might be imagined from its looks, downforce had greatly increased but without an hike in drag, which made it an ideal rally car.

Evo's 4G63 engine underwent timely tweaks, notably the Post Combustion Control System introduced on the Evolution II car. The powerplant proved to be highly effective in improving engine response, making up for a loss of top end power brought in by the air restrictor.

The Lancer Evolution III first took part in the fourth round of the World Rally Championship (WRC) and won on its third outing, the Rally Australia, which was also a round of the APRC. It was an amazing feat, considering that it took the Evolution II a year to achieve it first win.

A year after, Evolution III left no doubt as to its full capabilities. In the hands of Tommi Makinen (Finland), the car won five of the nine rounds, propelling him to his first WRC title and bringing Mitsubishi a World Championship in the process.

Evolution II (January 1994–August 1995)

2007-06-29T21:30:00.000-07:00

Evolution I's success run did not just end in December 1993. It just paved the way for its successor, Evolution's second generation, which 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. Torque was unchanged for both GSR and RS models.

While the original Lancer Evolution had notched up podium finishes in its first year of competition, 1993 did not bring the expected results. After various reviews, the results began to improve in the second half of the 1993 season and clearly focused development program resulted in the Lancer Evolution II.

Compared with the first generation Lancer Evolution, the new version was equipped with a larger rear spoiler, mounted at a greater angle. Aerodynamics was vastly improved with the inclusion of a front chin spoiler.

Evolution II made its first appearance on the Acropolis Rally in mid-season of FIA World Rally Championship. Nevertheless, Armin Schwarz came away with a second overall on the car's debut and on their next appearance in the Rally of New Zealand, the Lancer Evolution II's finished second and third overall, proving the soundness of the design.

In the Asia-Pacific Rally Championship, the Lancer Evolution II finished second in the Manufacturers' Championship in its first season, scoring two wins in a hard-fought battle with its staunch rival, the Subaru Legacy, but failing to win a round of the WRC. In 2005, during the second round (Swedish Rally), the Lancer Evolution IIs got equipped with electronically-controlled active 4WD systems, allowing the cars to sweep over the snow-laden landscape for a 1-2 finish and the long awaited win in the WRC.

The Swedish victory proved to be a watershed, marking the arrival of an outstanding series of Lancer Evolution rally sports compact sedans, based primarily on technology inherited from the Lancer Evolution II.

Evolution I (October 1992–January 1994)

2007-06-28T22:24:00.000-07:00

For the succeeding blogs, starting with this post, I'm going back in time to trace the roots of perhaps the greatest Japanese sports compact sedan... which brings me to the first ever Lancer Evolution.

Evolution I was introduced in 1992 to compete in the World Rally Championships. It had been 10 years since a Lancer, in the form of the EX2000 Turbo, had taken part in the WRC. The Lancer was one size smaller than the Galant VR-4 and the 2500mm wheelbase was considered ideal for a rally car. As a result the compact car had superior turning characteristics with improved cornering performance. It attracted much attention not only within Mitsubishi, but also in the rallying world at large.

Evolution I used the 2.0 L turbocharged DOHC engine and all-wheel drivetrain from the original Galant VR4 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 155lb (70kg) 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 250 PS (244hp/182kW) at 6000 rpm and 309Nm at 3000 rpm, along with all wheel drive which would become a trademark on all Evolution models. 5,000 Evolution Is were sold between 1992 and 1993.

It's not surprising that Lancer Evolution had attracted such attention. A car created specifically for WRC competition, it was a full second per kilometer faster, its Type 4G63 power plant was a jewel in the true tradition of Mitsubishi's rally engines and while newly developed as a car, its engine had evolved from generations of well-developed Mitsubishi engines.

Evolution VIII: My personal choice, barely...

2007-06-23T02:11:00.000-07:00

One fellow enthusiast asked me recently what Evolution generation has given me the most shudders. It wasn't an easy answer of course, considering each one – from the first Evolution up until the upcoming X – has proven or is set to prove its mark in the debate for the best sports compact sedan in the world.

In the end, however, the final answer boiled down to which appealed to my personal aesthetic taste – and my choice is the Mitsubishi Evolution Lancer VIII.

For starters, the Evo VIII is more than just a nasty Lancer. It sports the trademark hood scoop that bares the intercooler top of the the 4G63 barely dominating the lower air intake at the front. The front air dams' design fitted well with the Evo VIII's aggressive looks.

Never lagging in style, the Evo VIII boasts of the a rear wing with carbon fiber inserts, the large mesh-covered cutout in the bonnet, the aerodynamic bodykit – front chin, side and rear skirts – that allows just enough ground clearance to let air resistance pass through, and a set of 17-inch Enkei alloy wheels.

The installation of big red Brembo brake calipers are candy in the eyes. In the end though, the head-turner elements of the Evo III's exterior would still prove to be a slew of bold and brash eye-poppers.

Evo VIII's extroverted look certainly gets lots of attention and the new-look headlight clusters pierce through every enthusiast's heart. The overall lines are a lot smoother and a bit curvier than Evolutions of past, though there it still possesses the menacing design to keep the real blokes up on their feet.

The large wing dominates the rear, while a rather chunky exhaust pipe also calls it home. The brake light clusters are quite pleasing, making use of smoked lenses behind which sit bright circular lamps with chrome bezels to help delineate their shape.

Running on an “all-four” aboard the Evolution VIII gives me 110 percent satisfaction, but it doesn't mean I'm not 100 percent happy with all the other Evos out there.

Lancer Evolution 2nd in FIA Acropolis

2007-06-07T18:23:00.000-07:00

Guided by an Austrian driver, a Mitsubishi Lancer Evolution IX reached home at second place in the Acropolis leg of the FIA Production Car World Rally Championship last June 3 after a stirring comeback. The car suffered a punctured tire earlier in the event.

Andreas Aigner, aboard his Evolution IX, led the rally in the opening rounds, before dropping back when he was forced to stop and change the deflated front-right tire on his Mitsubishi. The stop forced him down initially to eight place. Over the next two days, however, he turned in numerous fastest times to crawl his way back through the field in one of the most incredible comeback drives, eventually placing his Lancer Evolution in second position.

Once again, the crews on this Athens-based event faced exceptionally tough conditions. Despite the earlier start, with leading crews leaving the service park at the Olympic Equestrian Center south of the city center at just after six o’clock this morning, the sun was soon beating down on the hard, dry and rough roads. The second stage of the day, Assopia, was among the nastiest and most technically demanding of the whole rally.

The next morning provided more evidence of the pace of the Mitsubishi Lancer Evolution, with fastest times on both of the stages. Martin Rauam (Estonia) was at the front of the Production Car WRC pace for the first time in his car on SS18, while Mark Higgins was quickest on the next test.

Mitsubishi lands podium finish in Portugal

2007-06-07T15:07:00.001-07:00

Two months after snatching its seventh consecutive crown in the tough Dakar Rally, Mitsubishi Pajero/Montero Evolution cooled down a bit as it only managed to secure 2^nd and 4^th place finishes in the just concluded Portugal leg of the 2007 FIA Cross Country Rally World Cup.

Anchored by Repsol Mitsubishi Ralliart’s Joan ’Nani’ Roma/Lucas Cruz (Spain) and Luc Alphand/Gilles Picard (France), the Mitsubishi Pajero/Montero Evolution team coasted decently on Portugal’s Rally Transiberico.

The Portugal leg featured seven twisty, narrow stages that were far more akin to WRC competition than the sort of baja or desert terrain more readily associated with the world of cross-country rallying. Yet, although the event was ultimately won by ex-WRC champ Carlos Sainz aboard a Volkswagen Race Touareg 2, Roma pushed hard from the outset to keep his fellow Spaniard under pressure. However, when the former biker had to stop and change a puncture just seven kilometers into Saturday morning’s 220km test, it handed his rival a chance to pull out a sufficiently comfortable cushion at the top.

As in 2006, Roma was joined on the podium by his Mitsubishi team-mate Luc Alphand at the end of the 2,220.98km event which featured 1,131.59km of against-the-clock action en route from the rally’s base in Estoril, west of Lisbon, to overnight halts in Badajoz, Spain, and Evora, Portugal, before returning to the Atlantic casino resort of Estoril for the closing ceremony.

Evolution Wagon – Another Japan exclusive

2007-06-05T23:02:00.000-07:00

Pity us.

Mitsubishi Motors has announced the release of the 206kW Lancer Evolution Wagon... but will not land in American soil, or in any other countries.

Adapting the kick-ass performance of the 4WD Evolution IX with the utilitarian functions of the Lancer Wagon, the said Evo Wagon is up for grabs exclusively in Japan. I'm pretty sure fans would raise howls over Mitsubishi's plan current not to export the Wagon, at least not immediately.

Sporting the same 2.0L intercooled-turbocharged MIVEC-powered 4G63 engine of its sedan sibling, the Evolution Wagon is poised give the typical family car an added grunt and doubled HP – plus more. Derived from the Lancer Evolution IX sedan, the Lancer Evolution Wagon uses the body side panels and roof panel from the Lancer Wagon with reinforcements mainly focused on the rear end to create a lightweight and very stiff station wagon body.

Though slightly smaller than the Lancer Wagon, the Evo Wagon contain a 530-liter luggage compartment. The 60/40 split rear seatback, roll-up tonneau cover, 3-section luggage compartment under box, four securing hooks and accessory power socket together yield a high-utility and easy-to-use luggage compartment.

Kick in the same Evolution IX performance parts, and you'll have a sport wagon that is tame at the rear, but emphatic up front and on the go. It's just a pity the Evolution Wagon would turn out to be another Japanese gem missing the plane to US.

Mitsubishi Evolution X vs. 2008 Subaru Impreza WRX STi

2007-05-30T16:12:00.000-07:00

Without a doubt, Mitsubishi has gained some headway with the announced release of its 300HP Prototype X, or shall we say the Evolution X. But wait...

Subaru bared that it has completed the 2008 Impreza WRX STi, which is rumored to boast of 320HP of power! Will the Evo X measure up to its equally tuned-up adversary this time?

In its most recent issue, the Road and Track magazine takes a closer peek on the impending tiff. Read the article's online veronline version.sion.

Mitsubishi Evolution IX vs. 2006 Subaru Impreza WRX STi

2007-05-30T00:48:00.000-07:00

Since its birth in 1994, the Subaru Impreza STi has been running toe-toe with the Mitsubishi Evolution in the category of Japanese compact sports sedans. And hell yeah, the STi has proved to be a formidable adversary to Evolution for more than a decade now. The two have, in fact, virtually dominated the international rally scene – until Ford came up recently with the Focus WRC – with the Evolution having a slight edge.

The focus, however, is on the dogfight between Evolution and STi, both cheaper than the typical European muscle cars, yet both fairly powerful on the tough road. See how the two matched up well against each other in a recent unofficial

face-off.

Mitsubishi Evolution -- Filmography I

2007-05-28T18:28:00.000-07:00

I tried to sift through the WWW for IMDbs of Mitsubishi Evolution but was perplexed with the lack of resources. With the persona that the Evolution exudes, a handful of lead starring roles would not have been a far-fetched idea.

Instead, I only found two Evolution notably strutting and zooming their way to the silverscreen – a Street Option-packed Evolution VII in 2 Fast 2 Furious, driven by protagonist driver and ex-cop Brian O'Conner (played by hotshot Paul Walker); and an APR Evolution VIII MR in The Fast and the Furious: Tokyo Drift, handled by aspiring driftist Sean Boswell (acted by Lucas Black).

In 2 Fast, Evo VII was used extensively by Brian, and was even instrumental in misleading the police during and after an warehouse scramble scene. It almost came out of the movie unscathed, save for some minor 'aesthetic' damage incurred by a boat yard gate and an ESD device.

It was different in Tokyo Drift, as the Evo VIII MR demonstrated its immense capabilities in managing twists and turns, while scorching 280HP in sweeping past the other cars. Sadly though, the Evo met a tragic ending as it was wrecked by an incoming car on the side while fleeing, triggering few more cars crashing.

A few stints on the silverscreen may be promising, but I still like the actual swagger Evolution gives on the tough road.

A closer look at Dakar's conqueror

2007-05-24T00:32:00.000-07:00

What could be the secret behind the utter domination of the Mitsubishi Pajero Evolution in the last seven editions of Dakar Rally, the world's most famous off-road rally championship?

Just like its relative, Lancer, the Pajero Evolution consistently underwent upgrades during its run -- improvements that left its competitors eating dust.

Take for example, the 2006 Mitsubishi Pajero Evolution MPR12 (MPR standing for Mitsubishi's factory code name for each model), the most recent model to conquer Dakar. MPR12 is an improvement of prior MPRs in that, aside from being tweaked inside the hood to add horsepower, its construction promised a full reliability.

The Mitsubishi Pajero/Montero Evolution was developed from the Super Production car regulations that came into force from 2002. It was based upon the Mitsubishi Pajero/Montero Evolution and Evo 2+2 concept cars. After extensive wind tunnel tests, MPR10 was born. Equipped with a 4.0-liter V6 engine (up from previous model's 3500cc), a tested suspension set-up, Brembo brakes, the MPR10 registered almost 20% improvement in torque. In addition, this Evolution was lowered by 100mm to lower the center of gravity and optimize weight distribution.

Despite successful tests and run in Morocco and Dakar, Mitsubishi realized that to remain competitive against improving competition, the already formidable MPR10 would need to be further developed and improved.

Enter MPR11. Although power output virtually remained the same with MPR10, the new model, offered greater torque at lower speeds and subtle improvements to the suspension, resulting to easier handling, cornering and road holding. MPR11 won decisively in 2005 Dakar.

Still, MPR11 became MPR12 in September 2005. With the fuel tank in the back and the engine in the front, a 50:50 weight distribution is arrived at with around 250 liters of fuel in the car. Among the upgrades made were the addition of suspension parts that can handle temperature of up to 200 degrees Celsius (!); tweaked differentials; fixed inlet port; and aluminum base metals.

Most importantly, work has been carried out on engine performance and torque characteristics of the engine. Individual set-ups have now been devised for differing road and stage conditions - be it hot twisty summer stages in Spain where the brakes are crucial, cool Dakar desert stages in Mauritania or the baking heat of the dunes of the United Arab Emirates, where engine and transmission cooling is critical.

Hmmmm... Can't wait for the MP13.

Evolution – Looking back

2007-05-21T19:23:00.000-07:00

With all the ardor and accolades surrounding the upcoming release of the Evolution X, much buzz center on whether the world's arguably best sports compact sedan will live up to the trailblazing marks its predecessors have stamped on their class.

Flashback to 1992. The need for a smaller, lighter chassis and sleek architecture to retain its lofty place in the rallying circuits prompted Mitsubishi to give birth to the first ever Evolution. Since then, every generation of Evolution has improved considerably well to continue dominating its field. Historical facts prove this points.

Read more on how the Evolution has evolved in the past 15 years. Also notice how improvements led to its evident popularity in the racing circuits.

Evo I

Evo II

Evo III

Evo IV

Evo V

Evo VI

Evo VII

Evo VIII

Evo IX

Anticipation rises for the Evo X

2007-05-19T00:58:00.000-07:00

It seems that the Evolution X fever does not end in the US alone. It has invaded its neighbor up north.

Despite not having reached the Canadian market since Mitsubishi landed in the North American country of almost 33 million, Evo has gained won the hearts of local enthusiasts, especially with all the fuzz surrounding the latest Japanese road monster. As a result, Canadians are rushing into Mitsubishi stores and placing deposits to secure their place at the front of the line to receive their turbocharged, all-wheel-drive sport compact when they arrive in showrooms in early 2008...

Click here for the full report.

Evolution VIII strikes in FIA New Zealand

2007-05-17T21:56:00.000-07:00

On board an Evo VIII, youngster Kiwi Hayden Paddon took his more seasoned foreign competitors to school with a convincing victory at the 2nd round of the 2007 Asia Pacific Rally Championship held in Northland, New Zealand.

Paddon's win in the rally characterized by crashes and bump-offs catapulted the Evolution to the top of the Production Car division ahead of rival Subaru.

Veteran driver Brian Green had a good event to finish 5th in the category. "We didn’t have a great run in New Caledonia, so its great to get a good finish here in New Zealand. The roads have been very difficult and extremely slippery yet our new car (Mitsubishi Lanver Evo IX) felt fantastic – so easy to drive," said Green at the final service.

2008 Mitsubishi Evolution X – extreme and nasty

2007-05-10T23:50:00.000-07:00

"X” means ten. Ten connotes completeness. Completeness indicates achievement. For Mitsubishi, “X” promises a rated max-10 for its 10^th generation of the Lancer Evolution, perhaps the meanest and rawest compact sports sedan on the road.

With its chief competitor, the Subaru Impreza WRX, taking the cudgels last year with a 300hp-rated performance output, the Evolution X, to be released next year, has refined its ever-reliable 4WD 2.0 turbo-four MIVEC engine to surpass that horse power by a mile.

But the grunt doesn't end in the engine, as the new aerodynamic body design screams with a broader stance and a nastier sporty look. See more about the Evo X's features and why many are ready to kill just to line up for the newest Mitsubishi toast.

Lancer Evolution sweeps FIA Argentina

2007-05-10T18:27:00.000-07:00

Despite stepping off the wrong foot in the first two legs, Mitsubishi Lancer Evolution teams finally flashed their true form as they copped the top podium and four of the fastest five in the recently concluded Argentinian Leg of the 2007 FIA World Rally Championship.

Neither the weather or the exceptionally technical nature of the roads hampered Argentinian driver Federico Villagra and his Lancer Evolution from hoisting the trophy and leading three other Evolution drivers in landing in the top five places.

With the win in the 1,400-kilometer South American rally, Lancer Evolution has gained some minutes behind Production Car leaders Citroen C4 and Ford Focus WRC 2006 heading into the next lap in Italy.

Pajero/Montero Evolution tops in Dakar Rally

2007-05-09T20:03:00.000-07:00

Mitsubishi continues to stamp its class over a stiff competition as its fleet of Pajero/Montero Evolutions virtually swept past the opposition this year in the prestigious Dakar Rally, hoisting the top two spots and three of the top five places.

For claiming a record seventh consecutive victory, Team Repsol Mitsubishi Ralliart cemented its place in the records books as the best truck to conquer the world's most famous off-road rally championship. punishing 10,411-kilometer off-road rally. The success also marked as a record-breaking 12th win in the team’s 25-year history of competing in the punishing 10,400-kilometer race, spanning almost 30 countries, including 21 lands across Africa.

The French crew of Stéphane Peterhansel and Jean-Paul Cottret won the event for the third time in four years in their Mitsubishi Pajero/Montero Evolution and beat their team mates and defending champions Luc Alphand and Gilles Picard by a margin of just seven minutes 26 seconds, after 15 days of bruising competition across Portugal, Morocco, Mauritania, Mali and Sénégal.

The Dakar Rally is currently the toughest rally in the world consisting of over two weeks of hard work and around 10,000 kilometers over various tracks. Each year since 1979, crews including men and women, enjoy an intense rivalry in the middle of the desert. The final result always rewards an incredible winner. Indeed, more than elsewhere, success, on a Dakar Rally comes from a synthesis between performance, determination, and regularity. It is on this aren where Mitsubishi Evolution has truly proven its true mettle.