Mitsubishi Lancer Evolution History

Back in the early 1990’s Mitsubishi was achieving some good results with its Rally
programme. At that time it had developed a Group A rally car based on the
Mitsubishi Galant which had some success when first launched in 1988, but became
less and less competitive. Mitsubishi wanted World Rally Championship success
and the Galant was proving to be just too big and too heavy to be consistency
competitive. Mitsubishi therefore turned to the fourth generation Lancer.
Through their rallying and from a variety of road cars, Mitsubishi had built up a huge
amount of experience of turbo charging and four wheel drive systems. The
combination of this and the lighter and stronger Lancer would make it a winning
force.
In order to develop and qualify a Group A rally car, Mitsubishi would have to
homologate 2,500 Lancer productions models based on the specification of their new
WRC Lancer. Unsure if they could sell 2,500 stripped down motorsport models
called the RS, Mitsubishi decided to also produce GSR specification road cars that
were far better equipped and suitable for day to day use. In fact all the first 2,500
cars sold within 3 days of their launch.
The first Evolution model was born.

EVOLUTION 1

Initially referred to as the
Lancer Evolution and
launched in October 1992, the
Evolution 1 was an immediate
sales success with all 2,500
cars selling out in Japan in
just 3 days of its launch.
Evolution 1 inherited
Mitsubishi's 2-litre 4G63-type
in-line 4-cylinder DOHC
intercooler-turbocharged plant
used in the Galant VR-4. The
engine was given a larger
capacity intercooler, a higher
compression ratio, modified port configuration, new injectors, and lighter crankshaft,
con rods and pistons.
The engine was mated with a large bore exhaust system, TD05H-16G-7 turbo and oil
cooler.
These changes resulted in a maximum power to 250bhp at 6,000 rpm, and maximum
torque of 228lbs/FT at 3,000rpm.
Evolution 1 also inherited the VR-4 driveline with viscous-coupled centre differential
and a rear limited slip differential. Modifications included the use of double-cone
synchromesh on second gear for
improved shift action and durability, an
uprated clutch with more positive pedal
action.
To match the heavier front end and the
substantial increase in suspension
inputs, the body underwent a major
strengthening and stiffness optimization
program resulting in a 20% increase in
torsional stiffness over the base model.
To alleviate the weight increase
stemming from the extra reinforcement,
the vibration-damping undercoat was
totally eliminated.
Evolution 1's suspension used
MacPherson strut and a multi-link
arrangement to locate and control the
front and rear wheels respectively.
Optimized to increase stiffness, pillow
ball upper mounts were used to replace
rubber bushings on the rear upper and
lower control arms and the outer control

Evolution 1's exterior was distinguished
at the front by an aluminium engine
hood with large air outlets, and open
grille-integral front bumper extended
40mm forwards to house the uprated
intercooler unit. At the rear, a large
reardeck spoiler reduced lift by 18%.
The GSR model came with halogen
headlights, 15-inch alloy wheels, air
conditioning, Recaro bucket seats,
power-assisted steering, electric
windows, remote control wing mirrors
and a 6 speaker stereo system as
standard as well as a choice of colours.
Options included a front LSD, sunroof
and foglights.

The Evolution 2 was introduced
in January 1994 and as sales
were so successful with
Evolution 1 5,000 RS and GSR
models were produced. It was
still highly successful with all
5,000 cars being sold 3 months
later.
Evolution 2 incorporated a
number of modifications
designed to boost its
performance and handling
stability in particular. Modifications to the engine included an increase in turbo boost
pressure with the same turbo as Evolution 1, reduced exhaust back pressure and
increased valve lift.
These changes pushed engine output
up to 260bhp at 6000 rpm, with torque
remaining at 228lbs/ft at 3000 rpm. An
increase in the number of tarmac stages
in WRC events meant improvements
were called for in Evolution's handling.
Modifications in Evolution 2 included:
the use of larger wheels and tires, the
wheelbase was extended by moving the
front wheel centre 10mm forward and
the front and rear tracks widened 15mm
and 10mm respectively to
accommodate the fatter tires.
Evolution 2 was 10kg heavier, but
torsional rigidity had increased by 30%.
Optimization of the front suspension
following these changes included: the
use of new lower control arms and
longer struts; the front stabilizer was
attached directly to the lower control
arms to quicken steering response, and
front camber was optimized. Together
with a longer damper bump stroke and
other detail improvements, these
changes brought a dramatic
improvement to Evolution 2's handling
performance, making for quicker
response and raising its cornering limit,
particularly on tarmac surfaces.

Evolution 2 gained an airdam under the
front bumper, while the addition of a
wicker increased the effectiveness of
the reardeck spoiler which now came
with Evolution II molded into it. The use
of OZ alloy road wheels, with their
powerful rally image, and other styling
touches also made Evolution II a more
attractive machine.
Internally, Evolution 2 changed very
little over Evolution 1 except for new,
deeper Recaro seats.

The Evolution 9 was launched in 2006.
Building on the Evolution 8 MR
platform, the Evolution 9 was the first
Evolution to utilise MIVEC technology
(variable cam timing) aimed at
increasing torque and reducing turbo
lag. The official factory power output
stayed at 286bhp and torque
increased slightly to 289ft/lb, although
unofficially the power figures were
thought to be considerably higher.
The most significant mechanical change on the Evo 9 was the introduction of a
revised turbo (fitted as an option on the GSR) using a magnesium alloy turbine wheel
to improve turbo spool up. Uprated pistons rings were also fitted along with a
stronger timing belt.
All other features of the MR such as the aluminium roof, Bilstein suspension, 6-speed
gearbox (option on RS) were all retained.
The Evolution 9 was also the first Evolution to be produced in GT trim. GT trim
replaced the old RS2 model and sits between the minimal RS and fully equipped
GSR models.
Cosmetically, the front bumper underwent some minor changes and a diffuser was
added to the rear bumper. Various other subtle cosmetic modifications were
introduced with the 9 including a new darker front and rear light surround and the
rear spoiler side struts were colour coded and with just the blade finished in carbon
fibre.
Brand new 10-spoke Enkei 17” alloy wheels were also introduced, although the MR
BBS wheels could specified as an additional cost option in Japan

Mitsubishi launched its second MR
(Mitsubishi Racing) Evolution in 2006 with
the Evo 9 MR.
The Evo 9 MR was available in GSR and
RS trim as well as an estate version (see
below) and was to be the 14th iteration in
the Evolution series.
This Evolution was the last to use the
legendary 4G63 engine, used in every
Evolution to date. Subsequent Evolutions
will use a brand new power plant.
Mechanically, the Evo 9 MR engine is almost identical to the Evo 9 and engine
performance remained unchanged. Only a slightly different alloy of titanium and
aluminium used for the turbo turbine wheel and a slight smaller compressor wheel
inlet were quoted as being changed.
The 9 MR received a slightly different front bumper designed to accommodate a
more aggressive looking front air dam.
The GSR was available in Cool Silver Metallic, White Pearl, Medium Purplish Gray
Mica, and Solid Red. The RS was available in two colours: Solid White and Solid
Red.
Internally, the instrument panel had a darker finish and on the GSR models door
handles and air vent knobs had a metallic plating finish. The seats were given red
stitching.

Although very rare, the Evolution 6
Zero Fighter is not strictly speaking a
special edition. It is in fact a tuning
package released by Ralliart Japan
that could be fitted to any base Evo 6
and contained;
• Ralliart Sports ECU
• Brake Line Upgrade
• Intercooler Pipe Work Kit
• Brake Stabilizer
• Ralliart Adjustable Suspension,
• Ralliart Stainless Exhaust
System
• Carbon Gear Knob
• Carbon Handbrake Cover
• Ralliart Panel Filter
• Uprated Thermostat
• 18 Inch Wheels
• Zero Fighter Bodykit and Badging
One issue with Zero Fighters is sometimes not all of the entire tuning package has
been fitted to a car and the car may still be referred to as a Zero Fighter. It is also
possible to fit parts of this package to Evo 4’s and 5’s which is why occasionally Evo
4 and Evo 5 Zero Fighters are mentioned. However, very few Zero Fighters have
found their way into the UK.
Ultimately, the Zero Fighter package was withdrawn for sale in Japan after problems
of inconsistent fit quality over which Ralliart Japan had no control.
The Zero Fighter package gave what was considered in it’s day to be a big boost in
performance over the standard car taking engine performance to approximately 330-
340bhp and 315lb/ft of torque.

The RS Sprint models were another UK
special edition created by Ralliart UK (or
for the 7, Xtreme Autos after their name
changed). All RS Sprints are based on
RS cars.
12 Evo 6 RS Sprints were allegedly made
and a similar number of Evo 7 RS Sprint
were also produced.
Specifications for both Evo 6 and 7 were
the same and were:

Interior
Recaro Sports Seats
Matching Door Insert Trim
Matching Rear Seat Trim
Exterior
RS Sprint Decals to bonnet, boot and rear
doors
Engine
HKS Induction Kit
ARP Bolt Kit
Increased turbo boost pressure to 1.4 bar
Optional Extras
Sports Engine ECU
ACD ECU (7 only)
Lowered Suspension
AP Racing Brakes

Even though the FQ cars are sold exclusively as UK only official cars, they are in fact
special editions created by Colt Cars in the UK. Colt has created the FQ range to
separate their cars from grey imports and provide more variety to the range of Evos
they offer.
All FQ cars start as imported GSR’s and are modified by various agents of Colt Cars
after they have been SVA’d and registered in the UK.
The modifications are quite mild, generally consisting of styling or interior upgrades,
boost increases, aftermarket exhaust and filter and a boost or ECU upgrade.
                                     Modifications                                 Power   Torque    New Price
Evo 7 FQ-300                 Exhaust & air filter                         301 bhp 300 ft/lbs £29,995
Evo 8 FQ-300                 Exhaust & air filter                         301 bhp 300 ft/lbs £28,995
Evo 8 FQ-330                 HKS exhaust, air filter & ECU chip 330 bhp 305 ft/lbs £31,995
Evo 8 MR FQ-300           HKS exhaust & air filter                  305 bhp 294 ft/lbs £27,999
Evo 8 MR FQ-320           HKS exhaust & air filter                  326 bhp 305 ft/lbs £29,999
Evo 8 MR FQ-340           HKS exhaust, air filter & ECU chip  345 bhp 309 ft/lbs £32,999
Evo 9 FQ-300                 HKS exhaust & air filter                  305 bhp 297 ft/lbs £27,999
Evo 9 FQ-320                 HKS exhaust & air filter                  326 bhp 305 ft/lbs £29,999
Evo 9 FQ-340                 HKS exhaust, air filter & ECU chip  345 bhp 321 ft/lbs £32,999
Evo 9 FQ-360                 HKS exhaust, air filter, uprated fuel pump & EcuTeK remap
                                                                                         366 bhp 363 ft/lbs £35,539

The one FQ model that stands apart
from the rest of the FQ range is the
FQ-400 and deserves a separate
mention. The FQ-400 is again a Colt
Cars UK limited edition, but has
extensive engine, braking and styling
modifications. It was built to celebrate
30 years of Colt Cars selling
Mitsubishi’s in the UK and was limited
to 100 models.
The FQ-400 cost £46,999 and delivered 405bhp @ 6,400rpm and 355lb/ft @
5,500rpm. 0-60 was 3.5 seconds, 0-100 was 9.1 seconds and top speed was
175mph.

Full specifications included:
• Custom built Garrett GT Dual Ball bearing turbocharger
• Owen Developments custom manufactured cast stainless steel
exhaust manifold and exhaust elbow
• Omega forged pistons
• HKS forged con rods
• HKS 680cc injectors
• Zytec ITP116 high pressure fuel pump
• HKS 1.6mm steel head gasket
• Motec M800 OEM ECU
• HKS iridium spark plugs
• Jan Speed High Flow Sports Cat
• Alcon competition derived 240mm high clamp mode, heavy duty
clutch complete with Cera-metallic 6 paddle sprung centered drive
plate
• HKS High Strength Head and Big End Bolts
• Alcon Mono6 Brake Kit incorporating Monobloc 6 pot road caliper with
343mm curved vein Disc on a Aluminium mounting bell assembly with
Ferodo DS2500 brake pads
• Ralliart Aero Mirrors
• Carbon fibre front lip spoiler
• Carbon fibre "Sharks Tooth" rear vortex generator
• PIAA High Performance light and wiper upgrade
• Gloss black Team Dynamics lightweight alloy wheels
• Driver training course

If serviced regularly and not abused with poor maintenance and modifications, Evo
engines have proven to be a very strong unit. Mileages in excess of 100,000 miles
have been reported on earlier cars. Not bad for a 2 litre engine with 220bhp to
276bhp as standard.
However, there are still a few things to look out for starting with all the normal checks
for any car.
Look for signs of grey or blue exhaust smoke. This is an indication that the car is
using too much oil, most likely a cylinder or turbo problem. If there is grey or blue
smoke, repairing it will be expensive. White smoke on tick over is fine. The Evo
engine heats up very quickly and runs hot and can produce lots of condensation in
certain weather conditions. Black smoke is quite normal too, especially under heavy
acceleration, and can be more noticeable if the car has been de-catted. This means
the car is running rich, which is quite normal, particularly for more standard cars.
Look for signs of worn belts and damaged hoses as well as oil leaks or other fluid
spillages and stains on or around the engine. The general condition of the engine
can indicate the overall care the car has received.
Make sure there are no signs of contamination in the oil or coolant.
Evo engines can suffer from tappet noise, especially when cold, with a ticking sound
from the top of the engine. This is particularly common on Evo 4-6. It usually
disappears after the car has been revved a bit, but not always. It’s not something to
worry about and can be solved by fitting different lash adjusters which is a simple job,
but can prove to be a good bargaining point.
Don’t be too alarmed by very worn looking heat shields above the exhaust manifold.
The heat shield gets a very tough life coping with the huge heat from the manifold
and turbo as well as wet weather through the bonnet vents. Many cars have an
aftermarket heat shield fitted to try and dress things up.
Finally, if the car is being sold as standard or unmodified, try and make sure
everything in the engine bay looks as standard as possible.

The RSX version of the Evo 6
was built by Ralliart UK (now
Xtreme) as a midway car to fit in
between the legendary RS Sprint
and the 'normal' GSR.
The RS Sprint was found to be a
bit too raw for some people that
wanted it to still be used as a road
car and some people wanted
something a bit more raw than the
GSR. This is where the RSX fits
into the line-up.
It still retains the GSR gearbox, aircon (but no climate control) and electric windows
that means it's a little bit more refined on the motorway, sat in traffic on a warm day
etc.. but it does away with the AYC and ABS which gives you the 'different'
experience of driving without the electronics.
To help in the cornering ability, the ride height has been reduced by 10mm by using
the springs from the TME version and there are 30 extra spot welds to try and
improve the stiffness of the body. The steering rack is also a 2.2 turn lock-to-lock to
make things feel even more precise. Finally, the RSX's came with a Torsen type front
limited slip differential that aids turn-in however these are known to be problematical
with shearing of the bolts that hold the two halves of the diff together.
Engine wise, the power output is still the same as that quoted for a GSR however the
RSX comes with the 16G6 turbo as found in the GSR but with the optional titanium
turbine wheel and shaft so that it spools up slightly quicker. Most RSX's also came
with ARP uprated conrod bolts however even Ralliart couldn't specify which cars did
and which didn't!!!
As a result of all the changes, the RSX tips the scales some 80kgs lighter than a std
GSR and so it is very marginally faster to 60mph but only by a few tenths.
In total, 30 RSX’s were produced. 15 in white and 15 in silver.

The first was the Evo 6 Extreme which
was Ralliart UK’s version of the Zero
Fighter. It is identical in specification,
but renamed to be more politically
correct in Europe.
Evo 6 Extremes were available in white
or silver.

The Evo 7 Extreme was based on an Evo
7 GSR and fitted with similar modifications
to the Evo 6 Extreme including it’s own
styling and wheels.

The Evo 7 Extreme S was a far more
powerful than previous Extremes. It
was fitted with a much stronger engine
and based on an Evo 7 RS and similar
in spec to the Evo 5 and 6 RS450
cars. The Extreme S was targeted at
trackday owners primarily.

Xtreme then brought out the Extreme SC
aimed at clubman competition and
trackday owners. This was the first
Extreme car to run a non-standard turbo
and an engine stroker kit increasing its
displacement to 2.2ltr. It was much more
powerful than any of its predecessors.

The latest Extreme car is the Evo 8
Extreme. Less extreme than the
Extreme S and SC, but still with
Xtreme’s own specification engine built
with uprated pistons and conrods.