Lancer Evolution I

The Lancer Evolution was developed-with participation in the World Rally Championship (WRC) high on the list - went on sale in 1992 and replaced the Galant VR-4 as Mitsubishi's WRC contender from the season opener in 1993. 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.

It was inevitable that the 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.

Thus the Lancer Evolution participated in the 1993 WRC from round one, the Monte Carlo Rally. Kenneth Eriksson (Sweden) and Armin Schwarz (Germany), began promisingly, finishing in fourth and sixth overall for a double helping of points. The Lancer Evolution went on to compete in a further eight rounds that year, finishing third on the Acropolis Rally and a second on the RAC Rally, where it came close to victory. It was a clear demonstration that rapid development had made it a top-rank contender and a worthy rival to the new generation of rally cars such as the Ford Escort Cosworth and the Subaru Legacy. 
 

Lancer Evolution II

The Lancer Evolution ended its official career with a flourish, taking second on the 1994 Safari Rally, before giving way to the Lancer Evolution II. 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. Stability at high speed was improved with the addition of a front chin spoiler.

The car made its first appearance on the Acropolis Rally in mid-season but this was due to the fact that Mitsubishi at the time was putting much of its effort into winning the manufacturers’ title in the Asia-Pacific Rally Championship and participation in the WRC was limited to the occasional entry. 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 the Subaru Legacy, but failing to win a round of the WRC. However, 1995 would see the car flower. In the second round, the Swedish Rally, the Lancer Evolution IIs were equipped with electronically controlled active 4WD systems and this allowed the car to sweep over the snow-laden landscape for a 1-2 finish and the long awaited win in the WRC. The Swedish victory was a watershed, marking the arrival of an outstanding series of Lancer Evolution rally cars, based on technology inherited from the Lancer Evolution II. 

Lancer Evolution III

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, down force had greatly increased but without an increase in drag, which made it an ideal rally car.

Constant development of the Type 4G63 engine first used in the Lancer EX2000, notably the Post Combustion Control System introduced on the Evolution II car, proved highly effective in improving engine response, making up for a loss of top end power brought on by the regulation air restrictor.

The Lancer Evolution III first contested 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. And 1996 would provide incontestable proof of the absolute speed of the Evolution III. 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. 

Lancer Evolution IV

Five years after the original Lancer Evolution had been announced; the Lancer Evolution had advanced to its fourth generation. In essence, the Lancer Evolution had made progress at a rate of one every year. Competition in the WRC is so severe that development must proceed at that rate and the rewards of being involved in such ferocious competition more than justified the investment. Among the early Lancer Evolutions, the Evo III stood out and reigned supreme. The Lancer Evolution IV therefore had a great deal to live up to from the start.

And the Lancer Evolution IV that appeared at the beginning of 1997 on the Monte Carlo Rally more than fulfilled expectations. Although it didn't win at the first attempt, it ran at the top for a while and displayed enormous potential.

One must take into account the arrival in 1997 of a new category, World Rally Cars, which allowed manufacturers such as Subaru and Ford to build cars exclusively for rallying. It was no mean feat that the Lancer Evolution, based strictly on a production model modified for Group A, was capable of running at the front. Substantial alterations to compete with the heavily modified World Rally Cars included turning the engine through 180 degrees compared to previous Lancer Evolutions and fitting a sequential gearbox. While very much part of the Lancer Evolution Series the new Lancer Evolution IV could be regarded as a completely different car.

However, technology that set the car apart from its rivals, such as the active 4WD system and Post Combustion Control System were carried over, further developed and harmonized with the new technology. The car showed excellent speed on both gravel and tarmac rallies and suffered few mechanical troubles, which proved a key factor during a tough season. Speed and reliability, the two elements most required of a rally car, were possessed by the Evolution IV model in abundance. Tommi Makinen won his second straight WRC title. The Lancer Evolution IV had taken rally car design and the Lancer Evolution series to new heights.

Lancer Evolution V

1998 was a milestone for Mitsubishi. More than two decades' of toil and success in the World Rally Championship was rewarded when Mitsubishi finally won the Manufacturers' Championship. And the car that made it possible was the Lancer Evolution V, the fifth-generation car in the Lancer Evolution series.

Although rivals such as Subaru and Mitsubishi all participated with heavily modified World Rally Cars, Mitsubishi persisted with the Group A car based on production models. It was an insistence based on the principle of applying technology developed in the severe conditions found in motorsport to Mitsubishi's production models.

The Evolution V was related to the Evolution III and IV - the cars that led Tommi Makinen to two consecutive WRC titles but their weaknesses were addressed and the concept was further evolved. The main improvement over the previous model was the wider track. The legendary Type 4G63 engine with its superb low- to mid-range torque was retained along with the unique Active Four Wheel Drive System, controlled by an electronic clutch, but the Lancer Evolution IV's cornering speeds on tarmac were compromised in comparison wit the World Rally Cars, as the regulations permitted them a wider track. The Lancer Evolution V put Mitsubishi back on level terms.

Furthermore, Mitsubishi had homologated two types of suspension, with wide or narrow tracks, making it possible to adapt the Evolution V ideally for both tarmac and gravel. The car appeared for the first time on the fifth round, the Catalonia Rally, but initially it took time to exploit its capabilities. But thanks to a combination of Makinen's brilliance and its intrinsic qualities, the first win came soon enough, on its third event, the Rally of Argentina. In the second half of the season, the Evolution V became an irresistible force. Starting with the win on the ninth round, the Rally Finland, where Makinen obtained an unprecedented fifth straight victory on home ground, the Evolution V remained unbeaten for the rest of the season, winning four events in a row. With the two wins during the first half of the season, Mitsubishi had won seven of the 13 rounds held. It was a record worthy of a champion. Makinen also attain his third consecutive WRC title -an unparalleled feat - and Mitsubishi's manufacturers' crown made it a double triumph for the team. Mitsubishi was at the pinnacle of world rallying.

Lancer Evolution VI

In it's bright new Marlboro colors, the Lancer Evolution VI made its first appearance at the beginning of the 1999 season on the Monte Carlo Rally. With reliability and three consecutive Drivers' Championships to its credit, the car took on the World Rally Cars at once and won the first round to start off the season on the right note. The Lancer Evolution was the only car homologated as a pure Group A car in the 1999 season and as a result, it was forbidden to mount the "VI" engine further back or to modify the suspension to increase travel, in contrast to the World Rally Cars. The limited range of modification put the Group A car at a clear a disadvantage. But in spite of this, the lone Group A design proved more than competitive and the FIA responded by restricting its rear wing. However, the Lancer followed its Monte Carlo success with victory in Sweden.

Proven speed doesn't guarantee results in an environment as competitive as the WRC. Continued refinement made the Lancer Evolution faster still as a tough '99 season progressed. The engine in particular went through an unusually extensive development program. The new, twin-scroll turbocharger unveiled from the Catalonia Rally was exceptionally durable at high temperatures and titanium/aluminum alloy turbines were used for improved pick-up. In addition to the lighter engine developed for Catalonia, the compression ratio was raised late in the season. The type 4G63 had evolved to a point where the drivers reckoned it had the most power and response.

Mitsubishi's electronic multi-plate clutch-activated 4WD system had also been greatly improved. Its response speed is far superior to the hydraulic/active differentials used by its opponents, and the new active system played a significant part in the Lancer Evolution VI's success. The long-awaited active rear differential was used from the Sanremo Rally onwards and stability during cornering was considerably enhanced. Thanks also to highly developed rear suspension; the Lancer Evolution VI was able to outpace the competition at the critical stage in the championship battle. Tommi Makinen became the drivers' champion for the fourth consecutive year, yet another achievement without precedent in World Rally Championship history.

Evolution VII was a new, larger car that used
the same body shape as the CG Lancer. This styling gave superior aerodynamics, as well as engine and brake cooling performance. The mid range torque was boosted to a class topping 383Nm at 3500rpm, while power remained at 206kW at 500rpm.

With such power, strength and performance, the Evolution VII tryly became the rally car to be reckoned with. More importantly a sign of things to come with the launch of the Evolution VIII.

 
Lancer Evolution VIII

Launched in January 2003, the Evolution VIII saw a dramatic boost in torque, increasing to a blistering 398Nm.

This also included the introduction of Super Active Yaw Control (S-AYC), which doubled the torque transfer between the rear wheals, giving the Evolution VIII even better handling. 

Lancer Evolution IX

Introducing the latest addition to the Lancer Evolution line-up., Evolution IX. The advanced technology components and lightweight materials refined since previous models make this the most awesome Evolution to date.

The addition of MIVEC variable valve-timing technology and ain improved turbocharger design has resulted in faster and smoother dynamic performance. And with tnew front and rear bumpers, aerodynaimcs and cooling have been further improved.

Combined with Mitsubishi's Active Centre Differential (ACD) and Super Active Yaw Control (S-AYC), as well as ABS all wheel control technology, handling and performance remain at their peak no matter what the driving conditions.

Created in the same vein as the WRC car, the Evolution IX gives you power output, durability and performance - without compromise.