Mitsubishi Motors Evolution IX 2006

Mitsubishi Motors Corporation (MMC) today announced that the Lancer Evolution IX high-performance 4WD sports sedan would go on sale at affiliated dealerships throughout Japan on March 3, 2005. With a 2.0-liter intercooler-turbocharged engine powering all four wheels through an electronically controlled 4WD system, Evolution IX raises all dynamic performance parameters to a new level. Tax inclusive prices range from 2,940,000 yen to 3,570,000 yen.
Evolution IX marks the 12th model in the series, which has also included an automatic transmission model, since the Lancer Evolution debuted in October 1992. Major features distinguishing the latest model include the adoption of Mitsubishi's proprietary MIVEC*1 variable valve timing technology in the intake system and improvements to the turbocharger that result in higher torque and produce better response for improved engine performance across its full rev range. New front and rear bumpers bring both high aerodynamics and cooling performance.
Evolution IX is offered in three trim levels. The flagship GSR grade features Mitsubishi Motors' cutting-edge ACD*2 + Super AYC*3 + Sports ABS*4 electronically controlled all-wheel control component system and a 6-speed manual gearbox. The motorsport-specification RS uses a special lightweight body, a new titanium-magnesium turbocharger, 5-speed gearbox and ACD + mechanical rear LSD all-wheel control. New for Evolution IX is the GT grade that brings together RS's turbocharger and drivetrain specification and GSR's comfort-bias body wîth its enhanced sound deadening. Allowing owners to customize their Evolution IX's to individual needs and preferences, a comprehensive range of factory- and dealer-fitted options as well as Ralliart tuning and dress up parts are available.

Exterior

In an integral molding, the new front bumper houses an oversize mesh grille to raise engine cooling efficiency and also locates the Mitsubishi 3-diamond emblem. All unnecessary openings on the undersurface of the bumper have been closed off to reduce air resistance. The new rear bumper features a diffuser undersurface in a distinctive design that shapes the corners to stabilize air flow detachment and reduce drag and that adds to Evolution's sedan-racer looks.

The rear wing assembly uses molded vertical components color-keyed to the body and a carbon-fiber hollow spoiler that lowers the center of gravity. Dark-clear extensions on headlamps and rear lamps enhance the car's premium appearance.
GSR and GT trim levels run on Enkei 17x8JJ lightweight 5-double-spoke alloy road wheels that are 0.15 kg per wheel lighter than those fitted to Evolution VIII MR.

Evolution IX is available wîth a new air *** extension and rear wing Gurney flap (dealer options) that further improve aero efficiency. These advanced aero devices improve high-speed handling and stability by reducing front and rear wheel lift and enhancing the front-rear aero balance.

Interior


Dashboard ornamentation on GSR and GT models is clear coated wîth a rich carbon-like finish.
GSR and GT models use new alloy accelerator, brake and clutch pedals designed for sport driving as well as to accent the sedan-racer look to the cockpit.

GSR uses Recaro bucket seats. The squab facing uses non-slip Alcantara suede upholstery that keeps the occupant fresh and comfortable even on longer journeys while the side bolster facings are covered in genuine leather making the seats easier to get in and out of and also adding a touch of choice luxury to the interior.

GSR is equipped wîth a carbon shifter panel embellished wîth the Lancer Evolution logo.
GSR and GT models use a high-density dash silencer and double-sealing weatherstrips that reduce interior noise levels.
3. Engine & transmission

For Evolution IX the 4G63 engine gains Mitsubishi's MIVEC variable valve timing technology that improves top-end output as well as fuel efficiency. MIVEC technology allows GSR to return 10.0 km/l in the Japanese 10-15 mode driving cycle, equivalent to a three percent improvement in mileage.

On GSR, the turbocharger uses a lengthened diffuser to generate more low-end and mid-range torque (400 N-m(40.8 kg-m)/3000rpm) as well as bring a significant improvement in response (average 5%) across the full rev range.

On the RS and GT, the turbocharger compressor wheel uses magnesium alloy instead of aluminum alloy. This brings a dramatic improvement in supercharging response. Mated to a 5-speed gearbox wîth higher torque capacity, the engine has been tuned to generate maximum torque of 407 N-m(41.5 kg-m)/3000rpm.

The 5-speed transmission used on the RS and GT derives from the close-ratio competition gearbox but has a revised top gear ratio for improved high-speed cruising.
4. Other features

New rear springs lower vehicle height slightly, improving rear end stability (GSR and GT) and allowing the Super AYC to operate more effectively and improve §teering response (GSR).
Features retained on Evolution IX include: Evolution's well-proven lightweight and high rigidity body featuring the aluminum roof panel pioneered on Evolution VIII MR (all grades); jointly-developed Bilstein hi-response shock absorbers (GSR and GT); Mitsubishi's ACD + Super AYC + Sports ABS electronically controlled all-wheel control system (GSR); and Brembo ventilated disc brakes (GSR and GT).
*1: Mitsubishi Innovative Valve timing Electronic Control system

*2: ACD (Active Center Differential)
The ACD incorporates an electronically controlled hydraulic multi-plate clutch. An ECÚ optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states. The result is improved §teering response together wîth better traction. ACD provides three modes — Tarmac / Gravel / Snow — to enable quicker control response for changes in road surface. A single ECÚ provides integrated management of both ACD and Super AYC components.


*3: Super AYC (Active Yaw Control)
Mitsubishi's Active Yaw Control system uses a torque-transfer mechanism in the rear differential. Únder ECÚ control, the system operates to raise cornering performance by transferring torque between the rear wheels as dictated by driving conditions and so control the yaw moment acting on the car body. In an evolutionary step, switching from the use of a bevel to a planetary gear differential gave Super AYC the ability to transfer almost twice the torque between the rear wheels. As well as reducing understeer further, it delivers LSD-level traction. The use of a single ECÚ to integrally manage Super AYC wîth the ACD results in a synergism that makes both components operate more effectively than if they were under independent control.


*4: Sport ABS braking
The system ECÚ uses information from a §teering angle sensor that detects §teering inputs as well as from lateral G and vehicle speed sensors to apportion pressure to each of the four wheels independently. The result is improved §teering response under braking. Mitsubishi's Electronic Brake Force Distribution (EBD) system, integral wîth Sports ABS, optimizes allocation of braking force between the front and rear wheels. Increasing the pressure applied to the rear wheels when braking close to the limit, EBD reduces the load on the front wheels to realize better anti-fade performance. The system also compensates for changes in surface and vehicle load conditions to ensure predictable and consistent stopping performance at all times.

The Mitsubishi Lancer was first introduced in 1973, and since that time more than six million examples have been sold. It has carried many different names, sold by different manufacturers, and come in different shapes and sizes. Since the cars inception, it has proven to be a solid competitor in rally competition. It has been a very versatile, and capable automobile.

When first introduced, it joined Mitsubishi's other models which included the Galant, their compact car, and the Minica kei car. The Lancer fell into ranks between these two models, serving as the company's lower-to-middle class vehicle. When introduced, it was offered in twelve different trim levels, included the base 1.2-liter sedan, and ranging towards the rally-prepared 1600 GSR. Two bodystyles were offered, the 2-door coupe and the 4-door sedan. There was also a five-door station wagon, but the production levels on this never reached very high. A hatchback was added in 1975, called the Mitsubishi Lancer Celeste and offered with either a 1.4- or 1.6-liter engine. A 2.0-liter unit was later added.

The second generation of the Mitsubishi Lancer was introduced in 1978 and remained in production until 1983. The only bodystyle offered was the four-door sedan; two engine sizes were available, a 1.4- and 1.8-liter four-cylinder unit. The big news for this generation was the addition of the Lancer EX, which brought with it a turbocharger for the 1.8-liter engine.

In 1982 the next generation of the Lancer was introduced. A new model was launched, dubbed the lancer Fiore and based on the Mitsubishi Mirage. This generation of the Lancer was offered in a 3-door hatchback, 4-door sedan, 5-door hatchback, and five-door station wagon. The 1.6- and 1.8-liter engines were still available. A diesel version was introduced, and fuel injected and turbocharged versions were offered.

The station wagon was added in 1985, and it was followed quickly by a four-wheel drive version.

In 1988 the next iteration of the Lancer began, and would persist until 1992. The design changed; the car became less boxy, and more aerodynamic in appearance and principle. The edges became more round and modern. The shape followed the design of the Galant.

By now, the Lancer name was being shared with the Dodge Lancer, which was being sold in the United States by Chrysler Group. In Japan, the model was known as the Mirage Aspire.

This generation of the Lancer was sold as a 3-door hatchback, four-door sedan, and 5-door hatchback. Front and four-wheel drive was available.

In 1991, the differences between the Mirage and the Lancer became even greater, though both were still built on the same platform. In the North American market, the Lancer was sold as the Eagle Summit.

A V6 engine, which displaced just 1.6-liters, was introduced and powered the Mirage, along with other Mitsubishi cars. It would even become the power source for one of the HSR Concept vehicles. This V6 engine was the smallest mass-produced V6, a title it retains to this day. Other engine options included a 1.3, 1.5, 1.8, and 1.6-liter four-cylinder engines. The 1.3 and 1.5-liter versions were SOHC while the rest were DOHC. The 1.8 was created in both SOHC and DOHC fashion. The standard gearbox was the five-speed manual, with the four-speed automatic being sold as optional equipment.

The big news was the Lancer GSR, which had a high-performance turbocharged engine and would form the groundwork for the Lancer Evolution, commonly known as the Lancer Evo, which began in September of 1993. The Evo used the drivetrain of the Galant VR-4 rally car, and would soon prove its potential as a high performance competition machine.

All of the Lancer Evolutions has shared a two-liter, turbocharged engine and four-wheel drive system. The Evolutions, prior to version V, are the officially-approved models for Mitsubishi's efforts in the World Rally Championship's Group A class and SCCA Pro Rally Championship. The cars are built on the same platform as the other Lancers, but given many performance upgrades and mechanical improvements.

Lancer Evolutions continue to race in Group A and Group N classes.

The seventh generation of the Lancer was introduced in 1995 and produced until 2000. It continued the Lancers successful formula of enjoying strong sales throughout the world. In Japan, the name for the sedan and wagon continued as the Libero; related Mirage models were still available. The Coupe was known as the Mirage Asti in Japan, and the Lancer Coupe in the rest of the world.

The Mitsubishi Lancer Evolution V is the only Mitsubishi to earn the WRC Constructors Championship for its marque. Tommi Makinen has claimed four WRC Drivers Championships, from 1996 through 2000, in a Mitsubishi Lancer Evolution (IV, V & VI). Makinen has driven Mitsubishi's in most of his WRC career. The exception being a Ford Escort RS Cosworth in 1994 and a Subaru Impreza WRC in 2002.

The eight generation of the Lancer was introduced in 2000 in Japan. Most of the other markets continued with the seventh generation. The 8th gen Lancer was available in a four-door sedan configuration or as a station wagon.

Styling changes for the Lancer occurred in 2004 and 2005 for the North American market. The grille was given more fins so it was closer in design to the American version of the Galant. The facia was changed slightly again in 2006.

The Sportback and Ralliart were introduced to the US in 2004. Both of these trim levels brought more equipped and bigger engines. The Sportback has a 160 horsepower engine and the Ralliart was just a little higher, at 162. For both, the suspension had been improved, resulting in better handling and performance. The cars were lowered and 16-inch alloy wheels could now be found on all four corners. Aerodynamic ground package, fog lamps, and front bucket seats completed the ensemble. The Ralliart was given clear rear tail lights and a rear deck spoiler, which did little except enhance the cars appearance. All Sportbacks were equipped with an INVECS-II automatic gearbox. The Ralliart had the five-speed manual as standard and the four-speed automatic as optional.

Slow sales and financial difficulties for Mitsubishi had the Sportback canceled after just one year.

The Mitsubishi Concept X was unveiled to the public at the 2005 Tokyo Motor Show; Concept-Sportback was shown a little while later at the Frankfurt Motor Show. The new lancer drew its design inspiration from both of these concepts, which was officially unveiled at the 2007 Detroit Motor Show. Sales for this generation of vehicle went on sale in the US in March of 2007. it is available as a four-door sedan.