Why lancer evolution

Evolution Net forum users report the Evo IX is essentially the same car, just with more power and a bit more refinement.

The Mitsubishi Lancer Evo X, though, is a noticeably better daily-driver. The Recaro seats are also more comfortable, and it has a more advanced traction control system. The 4G63 engine, EnginesWork reports , is a very robust motor.

And both the 4G63 and 4B11 do run better with synthetic oil. In addition, all US-market Evo models need to have their transmission, rear differential, and transfer case fluid replaced roughly every 15, miles.

Also, the 4G63 is an interference engine , meaning if the timing belt breaks, the pistons, and valves can collide. The 4B11, though, switched to a timing chain, which has a much longer service life.

However, the timing chain in models was prone to stretching. The model had a new part, which does fit the earlier Evo X cars. Although clearcoat issues appear to be a common issue across the Evo generations, the X had some unique issues. Early models, Evolution Net and Evo owner forums users report, had a fuel pump relay that could fail which was rectified in later models. A bit surprising, considering that shareholders usually care about profit rather than the company's image, but we think we can all agree that a halo sports car would be instrumental to the company's effort to bring back the Mitsubishi-ness of its cars.

It goes without saying that electrification — and its expensive development — plays a huge role in Mitsubishi's decision to not prioritize the Lancer Evolution's return. Mitsubishi is also relatively strong in terms of hybrid vehicles and off-road machines, and Kato is keen to capitalize on that front to bring the company back on its feet.

Of note, Mitsubishi has been struggling as a company. Then again, never say never. We might just need a little more patience before we could see the return of the Evo nameplate. Source: Response via Japanese Nostalgic Car. The first Evo was offered as either a GSR trimmed as a fully comfortable street car or as an RS stripped of luxuries like power windows and antilock brakes to save more than pounds of weight.

Mitsubishi built of these first Evos during and ; all were right-hand drive and all were sold in Japan. Late in , the Evolution evolved into the Evolution II with a slightly longer wheelbase by 10 mm , slightly wider front and rear tracks, and slightly larger tires on inch wheels.

Throw in tweaked suspension pieces and the result was a better handling, more stable car. Externally, however, the Evo II looked barely different from the first edition. The power of the 4G63T engine swelled to horsepower, even though the peak torque figure of lb-ft at rpm was unchanged. The Evolution II gave way to the Evo III in early with new styling, improved aerodynamics with more downforce, and a new turbocharger that boosted engine output up to horses.

The Evo IV, which debuted in , was based on a new-generation Lancer platform and the revised powertrain, which included a new twin-scroll turbocharger and gained an additional 10 horsepower. An active rear differential was included for the first time as part of a new Active Yaw Control AYC system; it used various sensors and a computer to redistribute torque to whichever of the four wheels could use it best.

And, of course, the body was completely new in appearance. Detail changes on the Evolution V included flared wheel arches, wider front and rear tracks, bigger inch wheels and tires, upgraded suspension geometry, and an adjustable rear wing. Japanese laws that restricted power output had Mitsubishi stating the 4G63T engine made horsepower in the Evo V, but most everyone assumed that output now stretched beyond horsepower.

The Evo was a legend in its own time. Closely related to the Evo V, the VI was built to be more durable than its predecessors with better cooling, a larger intercooler, and a revised front bumper that let more air through. Under difficult testing conditions, the German-market Evo VI ripped to 60 mph in 5. We also ran the car to its rpm redline in fifth gear, which calculates thanks to revs-per-mile tire specs we had to telephone to Belgium for to mph.

But don't let the compact-car looks fool you. On the road, you can expect something quite incredible.

It may have shared some body panels with the pokey Lancer, but it was a high-tech powerhouse under its bulging skin. Prior to the film, the wildly successful third installment in the Gran Turismo game franchise was released in ; it included no fewer than 10 Evo iterations and created legions of fans who practically demanded the car appear in American dealerships.

By , Mitsubishi was finally ready to bring the Lancer Evolution to America. Then Subaru dropped its surprise hp bomb on the awestruck at the Detroit show—days later in January—in the form of the STi model for the company's in-house tuner, Subaru Tecnica International. One Mitsubishi official was seen seizing his crotch in mock pain over the blow dealt by Subaru.

At low speed, there's a two-second gap between throttle application and full turbo boost. Then the engine virtually explodes with power, the turbo hissing in sinister fashion. During auto shows in , Mitsubishi showed the Lancer Evolution MIEV with four electric motors one for each wheel and a battery pack replacing the internal-combustion engine.

So far, nothing has come of this, although the company has recently focused much of its attention on hybrids, plug-in hybrids, and electric vehicles, which suggests that if the Evo were to return, it would be electrified in some way. The result is ten more horsepower—up to —and three additional pound-feet of torque, now at