The tenth and last version of the Mitsubishi Lancer Evolution is the Mitsubishi Lancer Evolution X, a sports sedan made by the Japanese company Mitsubishi Motors.
At the 39th Tokyo Motor Show in September 2005, Mitsubishi unveiled the Concept-X, a concept version of the next-generation Evolution created by Omer Halilhodi at the company’s European design center.
Mitsubishi debuted the Prototype-X, a second concept vehicle, during the 2007 North American International Auto Show (NAIAS).
A 4B11T 2.0L (1998cc) turbocharged inline-4 GEMA engine powers the Lancer Evolution X car. Depending on the market, power and torque vary, however all variants have at least 280 PS (206 kW; 276 hp). The American market version has a little bit more (JDM version). Mitsubishi UK redesigned the UK versions to match earlier MR Evolutions with the FQ badge. Options for the UK Evolutions include 360 horsepower and 300 hp (220 kW) (270 kW).
The automobile is available in two different models in the US. The 6-speed Twin Clutch Sportronic Shift Transmission on the Lancer Evolution MR (TC-SST). The GSR, which has a 5-speed manual transmission system, is the alternative option. The vehicle also features a brand-new S-AWC (Super All Wheel Control) full-time four-wheel drive system, an improved version of the Mitsubishi AWC system used in earlier models. To transfer various amounts of torque to the rear wheels, the S-AWC employs torque vectoring technology.
Additionally, it had the brand-new six-speed SST dual-clutch automatic transmission with magnesium alloy shift paddles from Mitsubishi. The Tiptronic automatic transmission has been updated, hence the SST version has taken the place of the GT-A version (which was used in Evolution VII and Evolution IX Wagon). There was also a five-speed manual transmission available. Also included in the Lancer Evolution was Mitsubishi’s newest RISE safety body.
October 2, 2007 saw the release of the Evolution X in Japan, January 2008 in the USA, February in Canada (where it served as the first iteration of Evolution), and March 2008 in the UK. In Japan, the Twin Clutch SST variant became available in November 2007. Sales in Europe will start in May and feature premium Packages for GSR and MR versions. The 2010 MR-debut Touring’s elevated the vehicle even further. While the rear spoiler was changed to only a lip spoiler, leather and a moonroof were made standard.
Mitsubishi announced in 2014 that it would stop making the Mitsubishi Lancer Evolution after the 2015 model year.
In This Article...
The Mitsubishi Evo has a V8, right?
From the factory, the Lancer Evolution VIII is a really rad vehicle. That 4G63 engine beneath the hood will always hold a special place in our hearts because it was bred for rally and is tuner-friendly. But a V-8 is difficult to beat.
This Evolution has undergone substantial modifications to become a top-tier dragster with quarter-mile times of eight seconds. It still has an all-wheel drive system but runs on an LSX V-8 engine with a 91-millimeter Turbonetics turbocharger added. It makes a great sound and has enough power to perform all-wheel drive burnouts.
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The best EVO engine is…
The Evo 8 is undoubtedly the best evolution. It combines the sixth generation’s redesign with the strength and comfort of the current era. Although it may not be as luxurious as cars from the last ten years, it is still better than average for its series.
What Mitsubishi models are 4G63?
For years, Mitsubishi vehicles in the World Rally Championships (WRC) have been powered by its turbocharged variation, the G63T (also often known to as the 4G63), including the Lancer EX 2000 Turbo, Galant VR-4, Lancer Evolution, Carisma GT, and Lancer WRC04. When Tommi Mkinen won his four straight WRC titles in his Lancer, it was the engine of the Lancer Evolution. These engines were powered by both MHI and T-4 turbos. A 1.7L version of the 4G63 was also employed in a Komvet Racing-built McLaren F1 Evo, which was designed specifically for hill climbs.
Evos are they quicker than STI?
Because it has fewer horsepower and weighs about 200 pounds more than the Impreza WRX STI, the Lancer Evolution appears to be a small underdog in comparison. Typically, this is where we discuss how the slower automobile is more enjoyable to drive and ultimately triumphs. This time, however, those who are preoccupied with statistics might find solace in the fact that the winning vehicle is also the cheapest and fastest in a straight line and on the skidpad. The Evo has the best driving dynamics out of the three, which is really what counts. We discuss this topic all the time, much to the dismay of some letter writers.
HIGHS: Excellent grip, yaw control that eliminates understeer, and excellent low-end torque for a turbo.
LOWS: Lacks a telescoping steering wheel, an extra gear, and an expensive-looking cabin.
The Evo’s average time from 0 to 60 mph is astounding4.6 seconds. Though it also has a modest advantage through the quarter-mile, the Evo may only just edge the Subaru STI to that mark due to its ability to reach that point in second gear. Despite losing 10 horsepower and 192 pounds of curb weight to the STI, this is still the case.
The Evo has a twin turbo?
Komar’s Evo now has a twin-turbocharged, 427 cubic-inch LSX bullet with more than 2,000 horsepower, which is enough to propel it near to the 7-second zone on some subpar racing grounds.
Which Evo is the quickest?
The 10 fastest Mitsubishi AWD Evo vehicles
- Greek tuning shop Extreme Tuners’ 2006 Evo 9.
- Evo 8 used in English Racing (USA).
- Procco Evo (PR) Automobile: 2003 Evo 8.
- “Yorky Boostin Performance” (USA)
- Evo X, used in English Racing (USA).
- APC Evolution (1994 Mitsubishi Evo 2) automobile
- 9 sec. parts (Greece) Mitsubishi Evo 7 automobile
Are evos superior to STI?
The 122 horsepower per liter of the Evo significantly outperforms the 102 horsepower per liter of the STI. But it’s not that easy either, as weight to power is another crucial ratio to look at. The STI outperforms the Evo by at least 1.2 pounds per horsepower, regardless of how the measurement is done (from the crankshaft or the wheels).
A WRX or an Evo is superior, right?
The Lancer Evo significantly outperforms the WRX in terms of pure performance, especially when it comes to torque. There are several amenities available in both of these autos.
What kind of engine is in an Evo 4?
- the fourth-generation Mitsubishi Lancer (1997)
- Details of history and technology
With an unbroken run of magnificent triumphs, the Lancer Evolution series, which was created specifically to compete in the World Rally Championships and other racing events, seemed to have accomplished its goal of humiliating all competitors. According to the outcomes, Mitsubishi engineers have had great success with the tried-and-true method of utilising data from the track to inspire fresh concepts and technologies to continuously improve performance of production models and racing variants.
Just have a peek at the details. The Evolution IV is a hot ride in anyone’s book thanks to its 280 PS and 36.0 kg-m torque, which put it squarely in the category of thoroughbred sports cars. Then, the Mitsubishi team incorporated features that go above and beyond what the figures indicate. Take handling as an example: The Evolution IV hugs the asphalt thanks to the suspension’s sheer elegance, even when it has enough horsepower to propel a vehicle of this size and leave you standing. It handles like a dream as well.
There is a close-ratio manual transmission option as well as a brand-new rear suspension. At high speeds, the body is more stiff, and there is absolutely no aerodynamic lift. Mitsubishi’s exclusive AYC (Active Yaw Control System) further contributes to the advancement of exceptional handling. These all emphasize the top-notch footwork of the automobile. The 280 PS engine has enough of power, but it’s the overall package that gives the driver a great sensation of unity.
The factory racing team for Mitsubishi engages in the constant struggle to produce vehicles that are superior to those of its rivals. The evidence is in the cars and what they do on the racing circuit, but now it is Mitsubishi’s technology, system, and crew that are merely leaving the competition in the dust.
Valve DOHC Intercooler Turbo engine
The incredibly tuned 4G63 power plant has been altered beyond all recognition in the Evolution IV. New cooling and exhaust systems result in total size and weight reductions, which significantly improve power-to-weight ratio. With a maximum torque of 36.0 kg-m at 3,000 rpm and an engine output of 280 PS at 6500 rpm (JIS), the new twin-scroll turbocharger is primarily to blame. From the exhaust manifold to the turbine wheel, a completely tandem structure increases torque and response in the low and middle range by reducing pressure. Back pressure is further decreased with large-diameter pipes, aft low-restriction mufflers, and a single large oval tailpipe. With the 36.0 kg-m torque peak occurring at just 3,000 rpm, the low-end grunt is fantastic. As a result, it has the necessary power, hefty pedal response, and compression backdown for daily driving, making it a megalomania feeder to drive around in.
High-capacity Intercooler
To improve breathing efficiency, the intercooler’s job is to cool the compressed, highly heated air that is passed by the turbocharger. To build an engine with high output, this is essential. The intercooler on the Evolution IV is larger and more powerful. With the tube fin shape, high efficiency and minimal pressure loss are improved. This makes for the perfect supercharged system. The extra-large radiator aids in cooling efforts. The core is bigger, and the cooling capacity is increased even more with an oil cooler that is air-cooled. Aluminum utilization reduces weight concurrently. A brand-new, high-capacity water pump also participates.
In image 2, the switch is on the middle console. The intercooler will receive dual-spray injection to increase cooling capacity.
1. A powerful intercooler
Switch for intercooler cooling 2.
3. A turbocharger with two scrolls
High Technology for High Power
Modern engine design appears to be the secret to generating powerful motive force. Mitsubishi’s Carman spiral-type air-flow sensor employs a cutting-edge detecting technique that significantly reduces pressure loss and results in a lighter, more potent engine. A sensor attached to the crankshaft, precise control provided by the large-memory, high-function microcomputer, semidirect ignition system, and usage of platinum plugs are further significant aids. Higher output, durability, and reliability are the watchwords. A metal head gasket resists pressure better and reduces the likelihood of a blown gasket. To make the entire unit lighter, the forged pistons boost rigidity, shorten the overall length, and do away with the requirement for steel struts. Even the connecting rods have increased strength.