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The nerd's guide to Evo evolution

haz

haz

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taken fron TG mag, June issue ..



I thought this was quite nice, so I thought I'd share this with you guys ..

haz
 
Me neither ... it's difficult from before to remember them all, and it's just plain stupid to launch a new every damn freaking year (almost..) but why they wrote "a nerds guide" beats the hell outa me ...

still a nice guide tho :)

haz
 
My guess for why there's so many versions is that the head engineer is a big Final Fantasy fan. :p

The Australians are no better though, there's a new Commodore every freakin' year! :?
 
whats ur fave evo model?

mine is the Evo. 6 GSR TM Edition, no counting the FQ's only standard ones
 
you just said Standard ones and you said you like the Tommi Makinnen Edition , I don't think thats standard one :lol:

mine would be the 3, 6 and 8
 
i like the 1-2-3 it's the sleeper fan in me those three are the only generations that look like a normal everyday car only with a big wing


TF
 
jasonchiu said:
andy TM is standard u fool, it comes from Mitsu. FQ's are tuned by ralliart
Click to expand...

it's very grey area... if I understand it correctly they are modified in england from standard cars... I don't consider that a true factory model.
 
I like em all! :lol:

If I had to pick, the newest one is my favorite. But I do like the 8 MR
 
Brief History of the Lancer Evolution

Lancer Evolution I Launched October 1992

? Road Car Power 247bhp @ 6000rpm
? Torque 228lb ft @ 3000rpm

The Lancer Evolution I used the 4G63 2.0-litre DOHC turbocharged engine and 4WD system that had been developed for the larger Galant VR-4. But with the design optimised to place the larger water-cooled intercooler at the front of the vehicle, the Lancer developed 30PS more than the Galant.

The car was built to satisfy the FIA Group A rally regulations, which dictated that 2500 units of the homologation or base production model had to built each year. But such was the demand for the car that all 2500 units were sold within three days of its launch.

Rally Car 1 win
The Group A Lancer Evolution I made its debut in the 1993 Monte Carlo Rally and went on to contest eight WRC events. It best results were second in the 1993 RAC Rally with Kenneth Eriksson, and second in the 1994 Safari Rally, when Kenjiro Shinozuka was behind the wheel.


Lancer Evolution II Launched January 1994

? Road Car Power 256bhp (260PS) @ 6000rpm
? Torque 228lb ft @ 3000rpm

Buoyed by the success of the Evolution I, Mitsubishi unveiled the second edition in January 1994. A 10PS hike in power was accompanied by increases to the wheelbase and the front and rear track. The addition of a rear wing featuring an attack angle and an air dam under the front bumper was to prove hugely beneficial to the rally car.

Rally Car 1 win
Armin Schwarz roared to second place on the Lancer Evolution II?s debut at the Acropolis Rally in 1994. Later in the year, Mitsubishi introduced the first electronically controlled active differential and Kenneth Eriksson drove it to victory on its competition debut in the Thailand Rally, which was part of the competitive Asia Pacific Rally Championship (APRC). On the 1995 Swedish Rally, the active Evo?s powered Eriksson and new teammate Tommi Makkinen to a 1-2 finish and Mitsubishi?s first overall victory in the WRC.

Lancer Evolution III Launched February 1995

? Road Car Power 266bhp @ 6250rpm
? Torque 228lb ft @ 3000rpm

The Group A rally regulations dictated that the aerodynamics of the rally car must replicate those of its road going derivative. Mitsubishi therefore introduced the Evolution III with a radical aerodynamic body kit. There were larger front bumper openings with an uprated intercooler, a larger air dam under the front bumper and an oversize rear wing. These changes had a dramatic effect on the rally car.
Rally Car 8 wins

The Group A Evolution III made its debut on the Tour de Corse, the fourth round of the 1995 WRC calendar. Kenneth Eriksson scored one overall victory in Australia that year and also won the Asia Pacific Championship, but it was in 1996 that the Lancer really came alive. Tommi Makinen secured five victories on the way to his, and Mitsubishi?s, first World Driver?s Championship. Mitsubishi Motors was now at the pinnacle of world rallying.

Lancer Evolution IV Launched August 1996

? Road Car Power 276bhp @ 6500rpm
? Torque 260lb ft @ 3000rpm

The IV was the first of the Generation 2 Evolutions, based on an entirely new Lancer model. Major changes included the introduction of double-wishbone type multi-link rear suspension. The 4G63 engine employed a twin scroll turbocharger for the first time, which improved the low- and mid-range torque and the throttle response.

Rally Car 6 wins
The Group A rally car adopted the changes introduced for the road car and also became the first works car to feature a sequential gearbox. Tommi Makinen drove his Evolution IV to four WRC victories in the 1997 season, including the Rallye Catalunya, which was Mitsubishi?s first tarmac victory. Makinen also claimed his second world title.

Lancer Evolution V Launched January 1998

? Road Car Power 276bhp+ @ 6500rpm
? Torque 275lb ft @ 3000rpm

The era of the heavily modified World Rally (WR) Cars had begun in 1997, but Mitsubishi persisted in building a rally car to the Group A production-based regulations. The road-going Evolution V was therefore designed to the maximum width permitted in the regulations: 1770mm or 80mm wider than its predecessor. The wider front and rear track gave the car greater high speed stability. A hugely aggressive aero specification included a rear wing with an adjustable angle of attack.

Rally Car 5 wins
The Evolution V rally car won five of the nine events it entered. Tommi Makinen achieved an unprecedented five consecutive wins of his way to his third straight driver?s title. His British teammate, Richard Burns, also scored two victories as Mitsubishi finally claimed the manufacturer?s title that it had coveted for so long.

Lancer Evolution VI Launched January 1999

? Road Car Power 276bhp+ @ 6500rpm
? Torque 228lb ft @ 3000rpm

This was the first Mitsubishi Evolution to be officially imported into the UK and 535 examples were sold between February 1999 and March 2001. This number included 250 special edition Tommi Makinen models, which were built to celebrate Makinen?s fourth successive World Driver?s Championship. The final variant of the second generation Lancer Evolution, the VI is arguably the most extreme of all the Evo?s and was the last to be built to satisfy the World Rally Championship regulations.

Rally Car 5 wins
The Evolution VI led Mitsubishi?s rally challenge from January 1999 to September 2001, during which time it morphed from a Group A car into a World Rally Car. In 1999, Makinen chalked up another four wins to claim an unprecedented fourth successive world driver?s championship. In total, the Evo VI achieved five wins in its Group A specification, before achieving three more as a World Rally Car.

Lancer Evolution VII Launched January 2001

? Road Car Power 276bhp @ 6500rpm
? Torque 228lb ft @ 3000rpm

The Lancer Evolution VII was the first of the third generation Lancer Evolutions. Based on the all-new Lancer, which had been launched in 2000, the VII heralded the birth of Mitsubishi?s All-Wheel control technology. AYC* had been introduced on the Evo IV, but it now featured alongside Mitsubishi?s Active Centre Differential (ACD*) and Sport ABS*. A total of 210 Evo VII?s were sold in the UK from March 2001 to April 2003.

Rally Car
Although Mitsubishi was now developing a dedicated World Rally Car, the Evolution VII enjoyed considerable success in the production class. Of the 18 entrants in the inaugural Production World Rally Championship, 16 drove Evolution VII?s and Kristian Solberg finished second in the 2002 driver?s championship.

Lancer Evolution VIII Launched January 2003

? Road Car Power 276bhp @ 6500rpm
? Torque 289lb ft @ 3500rpm

The introduction of the Evolution VIII saw a dramatic increase in the engine?s torque to and a development of Mitsubishi?s All-Wheel Control system. Super AYC* was introduced, which replaced the AYC?s bevel gear differential for a planetary gear type, which doubled the torque transfer between the rear wheels, further improving the handling. A carbon fibre rear wing was introduced for the first time.

The launch of the special edition Evolution VIII MR in February 2004 saw the introduction of a Bilstein suspension system, which further enhanced the Evo?s legendary handling. Measures taken to reduce the mass of the car included an aluminium roof, which also succeeded in lowering the car?s centre of gravity. This range culminated in the UK-only MR FQ-400, which produced 405bhp.

The Evolution VIII (including MR specification) has proved to be the most popular version in the UK, with over 2400 sold through official Ralliart dealers between May 2003 and June 2005.

Mitsubishi Lancer World Rally Car
Mitsubishi unveiled its first car built to the World Rally Car regulations at the San Remo rally in 2001 and this was followed by the Lancer Evolution WRC2 at the Rally Finland in 2002. But the rally world had made dramatic progress since the late ?90s and neither car was able to repeat the success of the Group A era.

The team sat out the 2003 season, before returning with a development car in 2004. This proved to be a useful test bed for the Lancer WRC05, which was developed in time for the start of the 2005 season. This car marked a welcome return to form when Gilles Panizzi secured third place in the Monte Carlo rally on the car?s debut. Mitsubishi is committed to contesting all 16 rounds of the 2005 World Rally Championship with lead driver Harri Rovampera.
 
My favourite is the Lancer Evolution III. It has that sleeper look to it and in black it looks amazing. No, not just because of Initial D. :p

My other favourite would be the LanEvo V. I just love that aggresive front end. I'm no fan of the newer 'curiver' LanEvo's to be perfectly honest. I preferred the big, brute, ready-to-smash-your-balls-or-ovaries-to-bits look.
 
The old round foglamps made me want to puke. The newer ones are so stunning. I'd take one over a scoobydoo any day.
 
It's called a nerds guide because you'd have to be a true car nerd to be able to pick the differences.

The EVO I, II and II all look similar
The EVO IV, V and VI are reasonably similar too
And damned if EVO VII, VIII and IX don't all look the same.

I know they're not the same. But that's the point. To the untrained non car nerd eye they are. Note that I am a car nerd and can tell the difference between difference between models.

As for which is my favourite. EVO V all the way. The best looking IMO with very agressive in your face styling from the massively flared guards and the in your face front spoiler. I've seen my first EVO V this year and it lived up to my expectations. If I recall correctly the difference in performance from IV to V was quite massive too. As opposed to really just finetuning and little jumps that subsequent versions have (or so I read).

Of the EVOs, Australia has only had a Tommi Makkinen Edition EVO VI and the EVO VIII in limited numbers. We skipped the VII and I don't think we've ever had any of the others either. I think we did have the old GSRs though.

Australian design rules and regs are really really fucked in that even low volume cars imported by the manufacturer still have to be modified to meet them. They're their to protect our local manufacturers as they are unable to compete with the international market. Imported cars also have large tariffs placed on them which also sucks but they are progressively being lowered every five years or so.
 
The I,II,III - IV, V, VI - VII, VIII, and X look the same because they are have the same respective bodies the first second and third sets of three, that is. Im a car nerd, and yes, I can tell the differences, the most glaring of which come through in the last three EVO's with the dumb "nose cone", but the same basic designs stay through for each of the three sets of three evolutions, wether this is done diliberately I dont know, but I think it was.
 
Nice... Thanks
 
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