Mitsubishi Lancer Evolution

30 May 2015 | Author: | Comments Off on Mitsubishi Lancer Evolution
Mitsubishi Lancer Evolution


Mitsubishi Lancer

Local Launch

Winton, Vic

we liked

Giant-killing chassis

Torque-rich powerplant

SST transmission in auto mode

Not so much

is aurally flat


Price, Packaging and Practicality:

Safety: 3.5/5.0

Behind the 4.5/5.0

X-factor: 4.5/5.0

Faster than ever and refined, the latest and tenth of the Mitsubishi Lancer Evolution is the complete vehicle ever to the Evo badge. Once conceived as a rally weapon, the car has evolved to be more than a gravel

Mitsubishi’s project director Iwata, present for the Australian of the car, explained the company quite literally back to the board with this model.

We gave much to what was necessary to realise advances in Evolution’s road qualities: speed and acceleration, handling and braking. The answer: go to the basics, Iwata-san explained.

maybe, but the Evolution is far from a car. It ushers in Mitsubishi’s dual-clutch gearbox, dubbed features a new, all-alloy and intercooled DOHC engine, and arguably the best roadgoing system yet fitted to a production

Even more than the Evolution now represents the very of Mitsubishi’s engineering expertise.

Under, Mitsubishi will a four model line-up. As a the Evolution range should equally for traditional constituents of the Evo (read: boy racers) and the marque’s to push its now flagship model

Boasting higher levels of comforts, the three-model road car features a standard specification that has been tailored for the local marketplace. Prices for the and dual-clutch automated sequential models range from through to $71,690.

Mitsubishi is to point out, however, the credentials of the car remain. In addition, to the models, a special-order non-road-legal mechanically identical) motorsport will also be offered around $41,900 plus

The street Evos will be only through 42 Ralliart Mitsubishi dealers. Australian of the comp-only RS version will be by the Melbourne-based Team Mitsubishi operation of Alan Heaphy.


Mitsubishi Australia there’s no ’10’, ‘Ten’ or ‘X’ in the new car’s official designation. Therefore, the five-speed transmission ‘Lancer Evolution’ off the road car range priced $59,490. (Mitsubishi says all of its prices are calculated at the taxman’s new 33 per LCT rate).

The Australian-spec Evolutions a unique level of equipment. some other markets less is more, Mitsubishi has the book at the car. Inside, Recaro bucket seats are and the cooking-model Lancer cabin has upgraded.

The leather sports wheel audio and cruise controls full Bluetooth phone and hands-free operation.

Climate air, keyless entry and auto wipers and headlights and a stereo lift the new Evolution above overseas market (and the outgoing $56,789 IX) in terms of standard specification.

But Mitsubishi claiming orders of the Evolution are running at around 95 per (. ) in favour of the twin-clutch transmission, it plenty of buyers have to step up to the $64,490 Evolution model, at least. This echoes the base model’s but adds the twin-clutch transmission at a price that undercuts Impreza WRX STI specR.

Almost of every ten Aussie Lancer customers so far have gone the hog, however, and opted for the Evolution MR top-of-the-range model, Mitsubishi.

Priced from the MR spec adds lighter BBS alloy wheels and two-piece front discs, Bilstein Eibach springs, adaptive HID (with washers and auto and exterior trim upgrades.

the Recaros get leather trim and heaters. A Rockford Fosgate sound system and Mitsubishi’s Communication System (which video functionality and a full set-up) are also standard

A further option is available to buyers who want to retain a gearbox but up-spec to the Brembos, offered in the MR model. Priced at Mitsubishi will offer a Pack add-on to the base model comprising Brembo front discs, Bilstein/Eibach componentry and BBS forged alloys.

other upgrade options body-kit add-ons, better etc to also surface in due course.

All Evolution road models are by Mitsubishi’s five-year/130,000km Diamond vehicle warranty and its 10-year/160,000km warranty. A five-year/unlimited km roadside package is also included.

As much as the added bells and in the new model’s cabin add value to the variants (and potentially new customers), the lion’s share of the go to pay for the Evolution’s mechanicals. And as far as fast go, they are technical tour de

All Evolution models share new alloy-blocked 4B11 turbocharged and four-cylinder engine. Boasting at 6500rpm and 366Nm at 3500rpm in trim, the 2.0-litre DOHC offers more power and torque (11Nm) over a rev range than the Evolution 4G63 powerplant.

The new alloy-blocked features chain-driven cams a belt) and dual MIVEC. have also been changes to the inlet and exhaust (including turbo) from the generation. In fact, the engine is — the exhaust is now on the rearward of the transverse-mounted engine.

The engine features forged and conrods and four-bolt main caps for extra strength. the bore and … are different. The engine’s bore and … measure 86.0mm, compared to the 85.0mm bore and 88.0mm

Tuned for 98RON fuel, the is down on torque from the of the Japanese-spec version of the new Evolution, but is quite literally, at the start of its cycle. The car only gained N homologation from the FIA, it for production-based rally and circuit in early July.

Downstream of the the new Lancer Evolution also in Mitsubishi’s first dual-clutch sequential gearbox. Developed in with Getrag and Ford, the new Twin-Clutch Sport Shift (TC-SST) is one of latest crop of the computer-fettled transmissions that amenity, performance and fuel benefits.

In the case of the Lancer TC-SST offers two auto Normal and Sport, plus a Super Sport mode designed for competition and/or use. As is the case with all gearboxes you can also shift — via column-mounted paddles or transmission lever — in the ‘auto’ modes.

As with a automatic transmission, the TC-SST a kick-down function. The gearbox’s brain will hold gears while the vehicle is an incline (for power) or (for engine braking).

A five-speed manual gearbox is the transmission for the road car range. An design, the five-speed W5M6A box paired forward gears and third) to ‘create’ a reverse This not only saves (no reverse gear — the box is lighter than the Evo IX’s but also allows the gearsets to be bigger and hence stronger.

the previous manual transmission, the new uses a 240-mm single-plate dry Ratios are identical to those in the five-speed, but the Evolution gets a final drive (4.687 vs. than the IX.

The five-speeder is the sole offered on the RS competition version of the Evolution.

The other trademark of the Evolution range is its all-wheel-drive In the case of the new Lancer Evolution, has been christened Super-AWC.

In the terms, it takes the Evo IX’s system comprising Automatic Differential (ACD — modes for Gravel, Tarmac and — the front diff a helical mechanical limited unit), Automatic Yaw Control and a sports-calibrated antilock braking and then overlays a new sports-calibrated electronic stability system. The system is managed by a single

Mitsubishi explains S-AWC, not as a system but an advanced vehicle control network that and reflects driver intent in time.

The two main components of this are the ACD and AYC.

The ACD splits torque the front and rear wheels an electronically controlled hydraulic clutch. The S-AWC computer data from sensors steering wheel angle, opening, wheel speeds, and and lateral G-sensors to calculate the split required to achieve the attitude and drive.

The latest retains three driver-selectable a console mounted control) modes for the ACD: Tarmac for paved surfaces; Gravel for wet or surfaces and Snow for snow-covered or low traction surfaces. In each S-AWC adjusts centre locking behaviour to suit the conditions.

AYC is also an active in this case an active differential. This actively torque between the right and rear wheels changing the yaw (or moment of the car for a given cornering Again AYC consults a bevy of and then vectors the torque to the as required to affect the appropriate response.

In addition to the normal action of the rear diff, the AYC can add or away torque from rear wheel generating an or oversteer moment to correct or a steering effect.

As noted overlaying the AYC and ACD’s functionality is an sports stability control And yes it’s switchable. On or off, the end is uncanny agility and a level of that would put Mother to shame.

Myriad suspension and changes have been to optimise the latest Evolution. it uses good quality the suspension system under the Evo relatively conventional — struts up front (though an design) with alloy control arms and a multilink axle. Top-spec versions of the get Bilstein dampers.

Rolling on 18 x Enkei alloys and Dunlop SP 600 rubber, the Evolution is equipped 350/330mm (fr/rr) ventilated and one-piece discs, gripped by calipers — four-piston up front.

As noted above, the MR and Pack models feature BBS forged alloy wheels and Brembo front discs. are the same size as the standard


The Evolution is built a specially strengthened and modified bodyshell. That means it from the extra space and the latest generation Lancer has

Essentially only the front skins are carried over the donor sedan. The body certainly work in terms of presence. But says Mitsubishi, the guards, guard and bonnet and rear diffuser, et al, are the real –aerodynamically optimised for the car’s role.

The car features an integral front brace and gets an aluminium front guards and bonnet (as per the IX) new alloy front and rear beams. The body-in-white benefits extra welds (around 50) and and ultra-high strength steels required (such as the firewall and towers).

The actual dimensions of the car are from the donor Lancer. The running gear stretches the 15mm over the standard while the car itself is 60mm The car’s track and width also been pumped

To suit its rally role, Mitsubishi has ‘cropped’ the fronted of the Evolution (in plan view) so it is shorter on the diagonal than the Lancer.

Mitsubishi Lancer Evolution

Inside and in terms of there’s little change the standard Lancer sedan in other words it’s good news. Four-door and rear leg and head room are for this size of car. include no reach adjustment for the and at $70K or thereabouts it would be to have electric adjustment for the Recaros.

The boot remains despite the fact some is lost to a relocated battery and and water-injection bottles (the is standard on the manual and RS models

Though it’s still no A4, there has been an effort to the Evo’s interior over the car. This was a particular of the previous generation.

As noted the overall level of specification is including mod-cons like and the top of the range MR model adds spec finishes and a satnav that incorporates iPod and even touch-screen mobile control.

The Evolution gets its own and interior trim treatment; the featuring carbon-style dash and door spears. Door etc are chrome in the MR model.


the Evolution’s come into the too. Standard is the abovementioned control, plus Sport-ABS include fade compensation, distribution and emergency brake and a full complement of safety

Seven airbags are standard dual-stage front air bags, seat-mounted side air bags (a in Evolution, via Recaro), side-impact air bags and a driver’s knee

The Evolution’s Super-AWC is a significant to the car’s active safety There are few surprises when you an Evolution in a normal street — the powerplant is tractable, package strong and the handling class.

These attributes good vision and the safety net of a integrated stability system all to a car that sets the safety for affordable performance cars.

Do you have to ask? Subaru WRX STi the main competitor of the Evolution, though both cars sought to push upmarket in latest generation.

Just how many buyers from Subaru to Mitsubishi on the of the competence of each brand’s model is an interesting question. argue, a bit like the other versus Red race, brand run a bit deeper in the performance ranks.

the rounding of the Evolution’s packaging and the maker is also seeking to Euro buyers from the of the BMW 135i and various Audi Volkswagen’s Golf R32 comes the frame as well as less sportscar alternatives such as RX-8 and Nissan 350Z.


Mitsubishi launched the new Lancer with an afternoon on a streaming wet Raceway, near Benalla in followed the next day by an entertaining loop in the same region.

We can to the car’s ability, unbelievably dynamics and outright speed at the — even in the difficult And after the additional 250km or so on the at bumpy and initially damp in the hills around Myrtleford, we can vouch for its on-road manners.

In the same way Subaru has sought to the rough edges of its latest WRX STi this is a car that’s grown up compared to the Evo IX. That said, has not blunted the Evolution to the extent has its road warrior.

Though the Lancer is not the quietest in its class, have been meaningful in the Evolution’s manners — no S-Class but Mitsubishi has added a of refinement to the car, without any pace.

On the track, the Evolution lending even average a level of car control that mere mortals think true family heritage is — a James turns a Juha and a Mark into a

Setting the centre diff to Tarmac and disabling the stability we could cut fast, smooth in times and conditions that have had your average HSV or FPV off in a shower of water, mud, and profanities. Change the setting to and it was just as easy to enjoy of opposite lock into and out of corners fast and slow

In such conditions the way the Evo apportioned front/rear and left/right was noticeably than has been our experience the STi and performance car rivals like Golf R32. So was the latitude it the driver. Top stuff.

On the road the was secure and the ride much compromised than the last Initial small bumps and road irregularities are felt but are both dealt with the hard-edged response of the IX. It’s far from a limo but much to live with day to day.

Steering is nicely weighted and sharp; in part to an even steering ratio than the generation. Just don’t the car to deliver a city-car style circle.

The overall impression of the is one of minimal lag and maximum torque. 200kW-plus is nothing to sneeze at, the rich midrange torque of the Evo you use on the road — especially in with the TC-SST transmission. As an it’s hardly musical, but hard to fault its results.

is being guarded with its claims for the new Evolution. There’s no 0-100km/h time, though is around the mark for the manual. a true launch control (yet!), Mitsu insiders say the is 0.2sec slower.

We believe is in part due to the auto-style low-speed of the TC-SST. The Mitsubishi-Ford-Getrag unit is the smoothest of the current DSG-style in auto mode and should itself so around town. often a bugbear for DSG-style manoeuvring at low speed, even on a is fuss-free with the SST.

As a for ‘your’ paddle-shift sequential or manual try backing into a uphill parallel carpark and see you have any anxious moments. No problems with TC-SST.

moving, you can really appreciate why so buyers have opted for the gearbox. Changes are purposeful and allowing you to make the most of the and chassis’ potential. Just you have to be stopped to select the Super Sport mode fix, Iwata-san)…

The Evolution’s brakes don’t offer the initial bite, but as you familiarise to their characteristics they easy to modulated and plenty On the track (albeit in wet conditions) never flinched in two days of testing.

If the above reads the Evolution is faultless then excuse our enthusiasm — not, but it is bloody good. are times where the econobox of the donor car drag the Evo back to the (NVH for example, which improved still has scope for but there are far more times you marvel at what can be achieved such humble origins.

Evolution models have punched above their but the latest generation is evidence the giantkiller has grown up. For 95 per cent of us, makes it a much, much car.

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Mitsubishi Lancer Evolution
Mitsubishi Lancer Evolution
Mitsubishi Lancer Evolution
Mitsubishi Lancer Evolution

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