Toyota AE86

Toyota Sprinter Trueno AE85/86
Data for Japanese Versions
Also called Corolla Levin
Production 1983–1987
Body style(s) 2-door coupe, 3-door coupe
Layout FR layout
Engine(s) 1.5 L SOHC-I4 (3A-U), 83 JIS hp
1.6 L SOHC-I4 (4A-C), 87 hp
1.6 L DOHC-I4 (4A-GEU), 130 JIS hp
1.6 L DOHC-I4 (4A-GEC), 112 hp
Transmission(s) 5 speed manual transmission; 4 speed automatic
Wheelbase 94.5 in (2400 mm)
Length 165.5 in (4205 mm)
Width 64.0 in (1625 mm)
Height 52.6 in (1335 mm)
Curb weight 1900–2075 lb (860–940 kg)

The AE86 generation of the Toyota Corolla Levin and Toyota Sprinter Trueno is a small, lightweight coupe introduced by Toyota in 1983 as part of the fifth generation Toyota Corolla line-up. For the purpose of brevity, the insider-chassis code of “AE86” is used to describe the whole range. In classic Toyota code, the “A” represents the engine that came in the car (the 3A and 4A) and the E86 represents the 6th revision of the fifth generation (E80 series) of the E model which is the Corolla. The visual difference between the Levin and Trueno is that the former has fixed-headlights and the latter has retractable headlights. The export model name Corolla covers both variations. The AE86 (along with the lower spec 1452 cc AE85 and 1587 cc SR5 versions) was rear wheel drive (unlike the front wheel drive CE80, EE80 and AE82 models), and is among the last rear-drive cars of its type, at a time when most passenger cars were being switched to front-drive. The AE86 was replaced in 1987 by the front wheel drive AE92 Corolla/Sprinter range. The AE86 was also known as the Hachi-Roku (ハチロク ) (after the numbers eight (ハチ hachi ) and six (ロク roku ) in Japanese).


The AE86 was available with a fuel-injected 4-cylinder twin-cam 1587 cc 4A-GEU engine in Japan and Europe which was also used in the first-generation Toyota MR2 (AW11). This engine had a maximum power output of 130 PS (97 kW) and 103 ft·lbf (140 nm) of torque in standard form.[1] The AE86 came with a 5-speed manual gearbox, and later came with the option of an automatic. The 4A-GE engines used in the AE86 and AW11 were equipped with T-VIS (Toyota Variable Induction System). The AE86 had an optional Limited Slip Differential (LSD).[1]

In North America, a modified 4A-GEC engine was used to comply with California emissions regulations. Power was rated at 112 bhp (84 kW), and 100 ft·lbf (136 nm) of torque.[1]

The AE86 used ventilated disc brakes. The car was equipped with a MacPherson strut style independent suspension at the front and a four-link live axle with coil springs for the rear. Stabilizer bars were present at both ends.[1]

Lower-spec American AE86 SR5 models used the 1587 cc 4A-C SOHC unit, did not have an optional LSD, and had rear drum brakes. Also, the SR5 model had a softer suspension, and small styling and interior changes.

Models equipped with the 4A-GE engine received a 6.7″ rear differential, while 3A-U, 4A-U, and 4A-C models received a smaller, weaker, 6.38″ rear differential.

The AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (with the 4A-GE DOHC engine) only came with a standard 5-speed manual gearbox.

One of the staff who was behind the car’s engineering work was Nobuaki Katayama, who would later head the company’s motorsport department and who would become chief engineer of the Altezza project a decade later.[2] An article in Car Magazine in April 1999, stated he has a photo of an AE86 hung in his office.

Body styles

“Sprinter Trueno” badged AE86 Corolla

Both the Levin and Trueno variants were offered with either a 2-door coupe or 3-door liftback (sometimes called hatchback) body style. Both the Levin and Trueno were generally identical, apart from fixed, rectangular headlights on the Levin and pop-up headlights on the Trueno. Minor bodywork changes were made in 1986 which resulted in different tail lights for both Levin and Trueno models, along with the coupe and hatchback styles. The models sold between 1983–1985 are commonly referred to as “Zenki” in Japan, and the models sold from 1986–1987 are referred to as “Kouki”. The coupe version is considered to be more rigid and lighter version of the two.[1]


In Japan, the DOHC 4A-GEU AE86 was offered in GT-APEX and GTV trims as the Corolla Levin or Sprinter Trueno, with SOHC 3A-U AE85 version sold in a variety of trims including SR, GT, et cetera. In America, the top-spec DOHC 4A-GEC was sold as the Corolla GT-S AE88, with the SOHC 4A-C AE86 bearing the Corolla SR5 tag. Both versions sold with pop-up headlights only.[1] Euro spec models were sold as the Corolla GT with DOHC engines and fixed Levin-style headlights. The Middle East received the same basic model as the North American market, with pop-up headlights and the regulated 5 mph (8 km/h) bumpers.

Due to a light weight of around 940 kg(2072 lb), and over 120 bhp (89 kW) power, the car could reach a top speed of 120 mph (193 km/h), and could accelerate from 0–60 mph in 8.5 seconds in standard specification.

North American AE86 specifications and year changes

There are three types of Corolla Sport RWD for the US market: DX, SR5, and GT-S, though it seems the DX was more of an internal Toyota designation, as brochures, and the like do not include the DX designation;[1] it was more of an interior trim level, as most everything else is the same as the SR5. It is grouped in with the SR5 in this list, as that is the commonly used name for all North American Corolla Sport models that are not GT-S equipped.[1]

  • Model Years of production: 1984 to 1987
  • Versions: SR5 and GT-S (85+ Only)
  • Drag Coefficient: 0.39
  • Odometer Calibration: 637 revs = 1 km (Canada Only) / 1026 revs = 1 mile (USA Only)

SR5 specifications

  • Chassis Code: AE86
  • Horsepower: 87 bhp (64 kW) @ 4800 rpm* Torque: 85 ft·lbf (115 N·m) @ 2800 rpm* Weight: approximately 2200 lb (998 kg) to 2400 lb (1089 kg)
  • Engine: 4A-C, 1587 cc
  • Engine Type: SOHC 8-valve Inline-4 Carburated
  • M/T Transmission: T50, 6-bolt flywheel
  • A/T Transmission: A42DL, 4-speed overdrive w/lockup torque converter, mechanically controlled, with electronically engaged overdrive
  • Compression: 9.0:1
  • Differential: 6.38″ Open with 4.10:1 Ratio, 2-pinion (Automatic) (S292) or 3.91:1 Ratio, 4-pinion (5-speed) (S314)
  • Wheels/Tires: 13×5″ +33 mm Offset Rims with 185/70-13 Tires
  • First 7 Digits of VIN: JT2AE86

GT-S specifications

  • Chassis Code: AE86
  • Horsepower: 112 hp (84 kW) @ 6600 rpm* Torque: 100 ft·lbf (132 N·m) @ 4800 rpm* Weight: approximately 2200 lb (998 kg) to 2400 lb (1089 kg)
  • Engine: 4A-GEC, 1587 cc
  • Engine Type: DOHC 16-valve Inline-4 AFM Multiport Fuel Injection w/T-VIS
  • Transmission: T50, 8-bolt flywheel
  • Injector Size: approx. 180 cc, low impedance
  • Compression: 9.4:1
  • Differential: 6.7″ Open (T282) or optional LSD (USA Only) (T283) with 4.30:1 Ratio, 2-pinion
  • Wheels/Tires: 14×5.5″ +27 mm Offset Rims with 185/60-14 Tires (195/60-14 for 86+ models)
  • First 7 Digits of VIN: JT2AE88

The AE86 in motorsports

During its production life, the AE86 was a popular choice for showroom stock, Group A, and Group N racing, especially in rallying and circuit races. Even after production of the car was discontinued, many privateer teams still raced the AE86, and it is still a popular choice for rallying and club races today. Part of the continued appeal of the AE86 for motorsports is its rear-drive configuration, a feature not available in most newer lightweight coupes. In Group A world rally cars (1600 cc class) the 4AGZE engine was popular. In Group A touring car races, the car either dominated the lower category where eligible or fought it out with Honda Civics or the later AE92s and AE101s whilst maintaining its competitiveness. In Ireland, where rallying is considered one of the most popular forms of motorsport, as organizing regulations are more relaxed compared to that of other countries, the AE86 was popular when new, and is still so popular that teams will purchase cars from the UK due to local shortages. The AE86 is also popular for rally use in Finland, where the cars can be competitive in the F-Cup competition for naturally aspirated 2WD cars.

Drifting AE86 (Corolla-Levin)

Drifting AE86 (Corolla-Levin)

The semi-factory supported Kraft team entered a spaceframe Trueno at the JGTC with a 3S-GTE engine that came from a SW20 MR-2 Turbo producing about 300 hp as for the GT300 regulation in 1998. Despite being popular with the racefans, the car had minor success and was abandoned from use halfway through the 2001 season in favor of a newly delivered Toyota MR-S.

The rear wheel drive configuration, combined with the AE86’s light weight (approximately 2300 lb (1043 kg) curb weight), balance and relatively powerful (and easy to tune) 4A-GEU|4A-GEC engine made it popular among the Japanese hashiriya (street racers in Japanese), many of whom raced in mountain passes (touge in Japanese) where the corners suited the AE86 best, especially on the downhill.[1] Among those who utilized this car was Japanese racing legend Keiichi Tsuchiya, also known as the Dori-Kin (“Drift King” in Japanese). Tsuchiya helped popularize the sport of drifting, which involves taking a car on a set of controlled slides through corners.[1] The AE86’s FR configuration made it well suited to this kind of cornering, and currently the car is a mainstay of drift shows and competitions. In fact most of the D1GP drivers who have competed have owned an AE86 and the last two D1GP’s have been won by drivers with naturally aspirated 16-Valve AE86’s; the older, lower-powered Corolla outperforming much newer, faster cars such as the Altezza and Skyline.

AE86 in popular culture

The Hachi-Roku is prominently featured by manga artist Shuichi Shigeno in the manga/anime series Initial D. A panda paint-schemed Trueno with a tofu shop signage on its driver’s side door is driven by lead character Takumi Fujiwara. A turbocharged (later supercharged) Levin variant is driven by one of Takumi’s later rivals Wataru Akiyama. Takumi’s friend Itsuki Takeuchi unintentionally buys a lower trim Corolla, a Levin AE85, thinking it is an AE86.

Some computer and video games have included the AE86, either as base model cars, or specially tuned cars, including all installments of Gran Turismo.

From wikipedia free ensyclopedia

Mitsubishi Lancer Evolution

Mitsubishi Lancer Evolution
2008 Mitsubishi Lancer Evolution X
Manufacturer Mitsubishi Motors
Also called “Evo” (colloquial)
Production 1992–present
Assembly Mizushima Plant, Kurashiki, Okayama
Class Sport compact
World Rally Car
Sports car
Layout Front engine, 4WD
Related Mitsubishi Lancer

The Mitsubishi Lancer Evolution, colloquially known as the Evo or Lancer Evo, is a car manufactured by Mitsubishi Motors. There have been ten versions to date, and the numerical designation of the model is most commonly a Roman Numeral. All of them share a two litre, turbocharged engine and four-wheel drive system in common. Evolution models prior to version V were the officially-approved models for Mitsubishi’s efforts in the World Rally Championship’s Group A class and SCCA Pro Rally Championship. In order to follow these rules, the Evolution is based on the same platform as the Lancer. However, it is much more powerful than the standard Lancer, with the unibody being the only major part in common between the two.

The Evolution was originally intended only for Japanese markets but demand on the ‘grey import’ market led the Evolution series to be offered through limited type-approval in the United Kingdom and in various European markets from around 1998 (Evolution V-VI).[citation needed] Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions.[1] The current 2006 Evolution (US market) includes a turbocharged 286 hp (213 kW) inline four-cylinder engine and a full-time all wheel drive powertrain. Variable valve timing is an Evolution first in 2006, coming in the form of MIVEC (Mitsubishi Innovative Valve-timing-and-lift Electronic Control). Japanese-spec cars were limited by a gentleman’s agreement to advertise no more than 280 hp (206 kW), a mark already reached by the time of Evolution IV; however, each generation of Evolution’s power has clandestinely evolved above the advertised number, with the Japan-spec Evolution IX having real output of about 320 PS (316 hp/235 kW), and various versions available in other markets, particularly the UK, have official power outputs up to 405 bhp (302 kW). Even standard components are considered “tuned” compared to other vehicles. For instance, the flywheel on normal cars weighs about 12-15 kilograms(26 – 33 lbs) but the Lancer flywheel weighs a mere 6 kilograms (13 lbs) for very quick engine response. The Evolution has, however, been evolving into a heavier and heavier vehicle with each generation in face of tougher worldwide safety and emission regulations.

World Rally Championship

The Lancer Evolution was unique among its competitors in the World Rally Championship in that it is a homologated Group A car slightly modified to be able to race competitively against WRC class cars. They were successful in the WRC Rallies from 1996-1999, thanks to the Finn Tommi Mäkinen, for clinching the driver’s titles from 1996-1999, and the help of teammate Richard Burns for clinching the manufacturer’s championship for the first time in 1998. The Evolution however has now been replaced by the Lancer/Carisma GT and the new Lancer WRC04, but the Evolution still competes in the Group A and Group N classes.

In some European markets, the Evolution was sold as the Mitsubishi Carisma Evolution. Proton Motors of Malaysia raced Evolution III’s and an Evolution VII as the Proton Pert in various APRC and APAC rally series.

Evolution I

First generation
Mitsubishi Lancer Evolution 1.
Production October 1992–January 1994
Body style(s) 4-door sedan
Platform CD9A
Engine(s) 2.0L I4
Transmission(s) 5-speed manual
Wheelbase 2500 mm (98.4 in)
Length 4310 mm (169.7 in)
Width 1695 mm (66.7 in)
Height 1395 mm (54.9 in)
Curb weight 1170 kg (2579 lb)–1240 kg (2734 lb)

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 from the original Galant VR-4 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 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.

Evolution II

Second generation
Mitsubishi Lancer Evolution 2.
Production January 1994–August 1995
Body style(s) 4-door sedan
Platform CE9A
Engine(s) 2.0L I4
Transmission(s) 5-speed manual
Wheelbase 2510 mm (98.8 in)
Length 4310 mm (169.7 in)
Width 1695 mm (66.7 in)
Height 1420 mm (55.9 in)
Curb weight 1180 kg (2601 lb)–1250 kg (2756 lb)

The successful Evolution I was changed in December of 1993, 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.

Evolution III

Third generation
Mitsubishi Lancer Evolution 3.
Production August 1995–August 1996
Body style(s) 4-door sedan
Platform CE9A
Engine(s) 2.0L I4
Transmission(s) 5-speed manual
Wheelbase 2510 mm (98.8 in)
Length 4310 mm (169.7 in)
Width 1695 mm (66.7 in)
Height 1420 mm (55.9 in)
Curb weight 1260 kg (RS 1190 kg)

January 1995 saw the arrival of the Evolution 3- and this time the 5000 strong production run was bought up more quickly than the Evolution 2. The Evolution 3 looked more serious, with its new nose moulding (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 aluminium 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 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 formidable CE9A Evo III was also featured in the manga and anime series Initial D.

Evolution IV

Fourth generation
Mitsubishi Lancer Evolution 4.
Production August 1996–January 1998
Body style(s) 4-door sedan
Platform CN9A
Engine(s) 2.0L I4
Transmission(s) 5-speed manual
Wheelbase 2510 mm (98.8 in)
Length 4330 mm (170.5 in)
Width 1690 mm (66.5 in)
Height 1415 mm (55.7 in)
Curb weight 1260 kg (2778 lb)–1350 kg (2976 lb)

The Lancer platform was completely changed in 1996, and along with it the Evolution, 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 foglights 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)

Evolution V

Fifth Generation
Mitsubishi Lancer Evolution 5.
Production January 1998–January 1999
Body style(s) 4-door sedan
Platform CP9A
Engine(s) 2.0L I4
Transmission(s) 5-speed manual
Wheelbase 2510 mm (98.8 in)
Length 4350 mm (171.3 in)
Width 1770 mm (69.7 in)
Height 1405 mm (55.3 in)–1415 mm (55.7 in)
Curb weight 1260 kg (2778 lb)–1360 kg (2998 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[attribution needed] horsepower was actually somewhat higher.

Evolution VI

Sixth generation
Evolution VI rally car.
Production January 1999–March 2001
Body style(s) 4-door sedan
Platform CP9A
Engine(s) 2.0L I4
Transmission(s) 5-speed manual
Wheelbase 2510 mm (98.8 in)
Length 4350 mm (171.3 in)
Width 1770 mm (69.7 in)
Height 1405 mm (55.3 in)–1415 mm (55.7 in)
Curb weight 1250 kg (2756 lb)–1360 kg (2998 lb)

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 foglights 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 with tarmac stages in mind, a quicker lock to lock and amongst other colours, 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.

Evolution VII

Seventh generation
Lancer Evolution VII
Production March 2001 (GSR) – December 2002 (GTA)
Body style(s) 4-door sedan
Platform CT9A
Engine(s) 2.0L I4
Transmission(s) 5-speed manual
Wheelbase 2625 mm (103.3 in)
Length 4455 mm (175.4 in)
Width 1770 mm (69.7 in)
Height 1450 mm (57.1 in)
Curb weight 1320 kg (2910 lb)–1400 kg (3086 lb)
Related Proton Waja

In 2001, Mitsubishi were 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 distinquishing 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 a 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.

Evolution VIII

Eighth generation
2005 Mitsubishi Lancer Evolution MR edition at Deal's Gap, North Carolina
Production January 2003–March 2005
Body style(s) 4-door sedan
Platform CT9A
Engine(s) 2.0L 271 hp (202 kW) I4
Transmission(s) 5-speed manual
Wheelbase 2625 mm (103.3 in)
Length 4490–4535 mm (176.8–178.5 in)
Width 1770 mm (69.7 in)
Height 1450 mm (57.1 in)
Curb weight 1320 kg (2910 lb)–1410 kg (3109 lb)

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’.[2][3]

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, 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.[4] 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.[citation needed] 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.

Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. 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 power windows or locks, or a radio. It DOES however, despite preproduction info, come standard with A/C in all USDM models.

Evolution IX

Ninth generation
Mitsubishi Lancer Evolution IX
Production March 2005–2007
Body style(s) 4-door sedan
4-door station wagon
Platform CT9A
Engine(s) 2.0L 286 hp (213 kW) I4
Transmission(s) 5-speed manual
6-speed manual
Wheelbase 2625 mm (103.3 in)
Length 4490 mm (176.8 in)
Width 1770 mm (69.7 in)
Height 1450 mm (57.1 in)
Curb weight 1310 kg (2888 lb)–1400 kg (3086 lb)

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,[5] and exhibited the car at the Geneva Motor Show for the European market the same day.[6] The North American markets saw the model exhibited at the New York International Auto Show the following month.[7] The 2.0 L 4G63 engine now gets 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 horsepower (22 kW).

The USDM Lancer Evolution IX models (RS, SE, MR) vary in their performance capabilities. Subtleties unique to each model account for variations in acceleration, handling and top speed. The RS excludes options standard on the IX & MR (power windows and locks, rear wiper, rear spoilers, trunk interior and trunk insulation). These weight savings of over 60 lb (27 kg) give the RS a subtly sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX on an identical course.[citation needed] However, the top-end MR does not lose significant performance, as the MR’s 6th forward gear allows 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.[citation needed] (Note: Data relevant to U.S. model specifications)

The IX MR retains 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 still sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 include 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,[citation needed] HID headlights are no longer standard on the base IX (nor on the 2005 VIII neither), and are available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

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

  • RS – revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available
  • GT – revised 5-speed, this is basically the RS mechanically, but with some of the GSR’s features (mainly interior pieces).
  • GSR – 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR)

In the United Kingdom, the Evolution IX uses a different model scheme based on the cars 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 has subsequently been released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produces less horsepower than its predecessor, it has 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 are designed to run on super unleaded petrol only.

  • FQ-300, 320, 340 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
  • FQ-360 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only

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

  • Standard – revised 5-speed, standard model
  • RS – revised 5-speed, aluminum roof, gauge pack, minimal interior
  • SE – Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in “diamond black” finish, HID headlights with integrated fog lights, red-stitched Recaro seats
  • MR – 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

To the standard (or “GSR”) model, the Sun, Sound and Leather package adds a power sunroof, HID xenon headlamps with integrated fog lights, slightly upgraded speakers, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, slightly revised center armrests front and rear, and separate rear headrests. This model deletes the GSR’s headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon will be released in Japan soon after the sedan’s debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models will be 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 is 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 use 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 is a lighter motor which translates into lower unsprung weight in a system where the motors are mounted in the wheels. Each in-wheel motor produces a power output of 68 hp (51 kW), thus giving a combined output of 272 hp (203 kW), comparable to that of regular, gas powered Lancer Evolutions. The car subsequently competed in the Shikoku EV (Electric Vehicle) Rally 2005.

Evolution X

Tenth Generation
Mitsubishi Lancer Evolution X
Production October 2007-
Body style(s) 4-door sedan
Platform Mitsubishi GS platform
Engine(s) 2.0L I4
Transmission(s) 6-speed twin-clutch gearbox
5-speed manual[8]
Wheelbase 2650 mm (104.3 in)
Length 4530 mm (178.3 in)
Width 1830 mm (72.0 in)
Height 1470 mm (57.8 in)
Curb weight 1537 kg (3388 lb)

In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X.[9]
Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).[10]

The Lancer Evolution X sedan will feature a newly designed 4B11T 2.0 L turbocharged, all-aluminum Straight-4 engine. Power and torque depend on the market (North American version: 291 hp (217 kW) and 300 lbf·ft, Japanese version: 291 hp (217 kW) and 300 lbf·ft, UK version: 276 bhp at 6500 rpm, 311 lbf·ft at 3500 rpm [11]).

The car has also a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi’s AWC system used in previous generations.[12]. The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time.

It also features Mitsubishi’s new sequential semi-automatic six speed Twin Clutch SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. A 5-speed manual gearbox will also be available. Mitsubishi claims that the 5 speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive.[13] New Lancer Evolution will incorporate Mitsubishi’s next generation RISE safety body.

The production version of Prototype-X has begun production in Autumn 2007. The Evolution X went on sale October 1, 2007 in Japan [14] and will go on sale in January 2008 in the U.S.A. [15], February in Canada (will be the first version of Evolution in Canada)[16] and in March 2008 in the UK [17]. UK Pricing will be officially announced on December 14th 2007 and the car is expected to range between £30,000 and £40,000.[18] Twin Clutch SST version will be available in Japan in November 2007.[19]

[edit] Japanese models

The engine is the 4B11-type 2.0 litre inline-4 turbo, derived from the World Engine in Lancer. Engine is rated 422 Nm (43.0 kg-m)@3500 rpm. Aluminum is used in the roof panel, front fenders and the rear spoiler frame structure.

  • RS – 5 speed manual transmission. 18-inch tires. Driver dual-stage airbag. Standard Engine immobilizer.
  • GSR – Standard rear spoiler. 5 speed manual or 6-speed Twin Clutch SST transmission (magnesium paddle shifters on SST model). 245/40R18 tire on Enkei 12-spoke high-rigidity cast alloy wheels or optional BBS lightweight alloy wheels. Brembo ventilated disc brakes. Standard S-AWC 4WD system. Driver and front passenger dual-stage airbag. Standard. Engine immobilizer with security alarm. Optional Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7-inch (180 mm) LCD screen. Optional Rockford Fosgate premium sound system. Optional keyless remote entry.

GSR can be fitted with following packages:

  • High Performance Package – Bilstein single tube shock absorbers and Eibach coil springs, brembo 2-piece disc brakes, high performance tires with stiffer walls and better grip.
  • Stylish Exterior Package – Chrome finish for the front grille lattice and beltline molding, body color-keyed fender vents, adds fog lamps.
  • Leather Combination Interior –
  • Premium Package – All 3 above packages plus 18-inch (460 mm) BBS lightweight alloy wheels.

Lancer Ralliart

A detuned and cheaper version of the Evo X was announced at the 2008 Detroit auto show. This model will have 177 kW (237 hp), 343 N·m (253 ft·lbf) of torque. For 2009, the Ralliart will be available exclusively with the TC-SST transmission, although Mitsubishi has suggested the possibility of a 5-speed transmission at a later date. The car also includes a simplified version of the Evolution’s AWD system, with a simple “mechanical limited slip” rear differential.[20]

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