EVO 8 Official Press Release
Jun 20, 2004, 07:27 PM
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EVO 8 Official Press Release
Hope this hasn't already been posted...thought you guys might like to see this 
Evo VIII released to motoring enthusiasts
Mitsubishi Motors has released the latest iteration of its legendary rally winner - the Lancer Evolution VIII - on to the Australian market in limited numbers. Brought into Australia under the Specialist Enthusiast Vehicle Scheme (SEVS) 100 of this highly desirable sports sedan will quickly find their way into the hands of motoring enthusiasts.
Proven in the heat of battle in the most tortuous rallies throughout the world the Lancer Evolution has, rightly, earned itself a formidable reputation since it was first launched in the early 1990s.
Powered by an improved version of the famous two litre 16-valve DOHC intercooled, turbocharged 4G63 four-cylinder engine, that develops 195kW of power at 6500 rpm, and 355Nm of torque at 3500 rpm, Evo VIII now has a flat 3000-5000 rpm torque band that is even gutsier than ever. In order to extract its best performance Mitsubishi recommends that Evolution VIII runs on 98 octane fuel.
In order to put this power to the ground Evolution VIII is fitted with a close-ratio five-speed manual transmission, and the ratios are ideally matched to the car¡¦s power and torque characteristics, so as to deliver the optimum driver enjoyment.
The ratios are:
1st 2.928
2nd 1.95
3rd 1.407
4th 1.031
5th 0.72
Reverse 3.416
Final Drive 4.529
Improvements have been made to the transmission to accommodate the higher torque loads, and improvements to the single dry plate clutch assembly have reduced rattle and noise, while giving better release at high engine speeds.
Since its introduction, Mitsubishi¡¦s AWD Control System ¡V comprising Active Centre Differential, Anti Yaw Control and Sports ABS ¡V has helped elevate Evolution¡¦s road performance to new levels. Drivers of Lancer Evolution around the world are constantly astounded at the car¡¦s cornering ability and lateral grip that is possible because of the AWD Control System.
Debuting on Evolution VIII, the new Super AYC has further significant improvements. Tuning of the ACD and other components in the system has been optimised by feedback gained through Evolution VII¡¦s motorsport participation. As a result, this latest version of MMC¡¦s AWD Control System delivers enhanced traction and handling control. To extract and realise its full potential, Super AYC underwent an extensive proving program on prototype vehicles at Nurburgring in Germany, as well as other testing to simulate competition driving.
Evolution VIII¡¦s AWD Control System now stretches the cornering envelope further while retaining the vehicle¡¦s natural, driver-friendly handling and behaviour characteristics at all speeds, and over all surfaces. It features automatic switching between three modes ¡V Tarmac, Gravel, Snow ¡V to enable quicker and optimum control response for changes in road surface.
The continuing development of Evolution¡¦s MacPherson strut front and multi-link rear suspension has resulted in Evo VIII delivering better on-the-limit handling stability, and driving quality over the full performance range.
The use of thicker rods in the rear shock absorbers has improved damping response and steering linearity.
Evolution VIII rides on ENKEI 6-spoke 17¡¨ X 8¡¨ spun-rim alloy wheels, shod with 235/45R17 93W high performance tyres (Bridgestone RE050 A Potenza).
The total package of engine, transmission, AWD drive-train and suspension all add up to one of the most enjoyable and involving driving experiences that a motoring enthusiast could ever hope for.
However, a performance sedan like Evolution needs a great set of brakes, and stopping power is provided by Brembo 17¡¨ (wheel) ventilated discs with 4-pot calipers at the front and 16¡¨ (wheel) ventilated discs with 2-pot calipers at the rear. Mitsubishi¡¦s Sports ABS with Electronic Brakeforce Distribution (EBD) is standard to ensure safe, quick stops every time.
To improve handling stability and driving quality over its predecessor, Evolution VIII¡¦s body underwent an exhaustive program to increase structural strength and stiffness efficiently and effectively, pinpointing those areas giving the largest gain in strength for the smallest increase in weight. As a result, the stiffer body and suspension improve handling feel and enhance the integrity of the driver-car relationship.
A sports sedan, such as Lancer Evolution, can also be a daily driver for many people. Consequently, the car¡¦s styling and appointments can be equally as important as the mechanical and engineering features.
Evolution VIII¡¦s styling changes incorporate a more aggressive exterior appearance that include the elements of the new global Mitsubishi design identity. The front end is distinguished by its integral grille-front bumper, the centre of which has been extended 35mm forwards, and its V-shaped nose with corners that have been pared away. These design elements lower drag while retaining Evolution¡¦s outstanding manoeuvrability through corners. Stamping the new Mitsubishi design identity on the front is the pyramid-shaped element in the centre of the grille that locates the chrome three-diamond logo, and from the apex of which a ridge line appears to flow seamlessly into the engine hood.
At the rear of the car, the spoiler uses carbon fibre-reinforced plastic for both horizontal and vertical components ¡V a world first on a four-door production sedan. The low mass, high strength and rigidity of CFRP, means the spoiler is stronger and stiffer than the aluminium one that was fitted to Evolution V and VI, and is lighter than the ABS plastic spoiler used on Evolution VII.
These advances in aerodynamics deliver a significant reduction in overall lift and improvement in high speed handling stability, as well as improving the balance between front and rear aero characteristics. Evolution VIII also boasts a coefficient of drag that is 0.01 slippier than Evo VII.
Inside, Evolution VIII features an off-black colour scheme, with the strategic placement of dark titanium-look panels to create a modern, high-tech, but sporty look. The dashboard highlight panel is finished in blue to co-ordinate with the seat upholstery, while the centre, lower console and power window switch panels are titanium-look.
Evolution VIII retains its 3-spoke MOMO black leather-wrapped steering wheel with black stitching, while the shifter, shifter boot and parking brake lever all use the same black-stitched leather trim.
Recaro bucket seats are extremely supportive for the driver and passenger, and deliver fatigue-free comfort on longer trips. The bolsters are upholstered using Silkweave㤠fabric as it has outstanding grip, moisture absorption and other functional properties. The squab and back support use a lustrous blue mesh-look knit fabric with a high-grip dimple-finish.
The instrument cluster has a full range of instruments, as would be expected in a sports sedan such as Evo. The tachometer is large and centrally located alongside the 270kmh speedometer. Also provided are twin trip meters, low fuel warning lamp, engine coolant temperature gauge, oil pressure warning lamp, oil level warning lamp, brake fluid level warning lamp, rear fog lamp indicator and centre differential control indicator.
Also provided are a headlamp levelling device, ignition key cylinder illumination, lidded console box, front passenger¡¦s cupholder, accessory and coin boxes, cigarette lighter, and digital quartz clock.
Comfort in Evolution VIII is maintained by the fitting of air conditioning as standard, while the audio system is an Eclipse premium AM/FM radio/MP3/CD unit (model CD3413) with six speakers.
Safety is inherent in a car like Evo VIII, and active and passive safety features such as remote keyless locking, Mitsubishi¡¦s RISE body construction, driver and passenger airbags, side door impact bars, front 3-point ELR seatbelts with pre-tensioners, front adjustable seatbelt anchors, rear 3-point ELR/ALR seatbelts in all three positions and 3 child restraint anchors are all standard.
However, Mitsubishi is aware that owners of such a desirable car as an Evolution VIII want to be sure their pride and joy is protected. Consequently, it comes with engine immobiliser and Data Dot security, as well as a tracking and alarm system.
Evolution VIII is available in six colours - White Solid, Cool Silver Metallic, Blue Solid, Red Solid, Yellow Solid, and Black Mica, and will cost $61,990 when it goes on sale in July. The only option is leather interior trim that will cost $3,000.
Evo VIII released to motoring enthusiasts
Mitsubishi Motors has released the latest iteration of its legendary rally winner - the Lancer Evolution VIII - on to the Australian market in limited numbers. Brought into Australia under the Specialist Enthusiast Vehicle Scheme (SEVS) 100 of this highly desirable sports sedan will quickly find their way into the hands of motoring enthusiasts.
Proven in the heat of battle in the most tortuous rallies throughout the world the Lancer Evolution has, rightly, earned itself a formidable reputation since it was first launched in the early 1990s.
Powered by an improved version of the famous two litre 16-valve DOHC intercooled, turbocharged 4G63 four-cylinder engine, that develops 195kW of power at 6500 rpm, and 355Nm of torque at 3500 rpm, Evo VIII now has a flat 3000-5000 rpm torque band that is even gutsier than ever. In order to extract its best performance Mitsubishi recommends that Evolution VIII runs on 98 octane fuel.
In order to put this power to the ground Evolution VIII is fitted with a close-ratio five-speed manual transmission, and the ratios are ideally matched to the car¡¦s power and torque characteristics, so as to deliver the optimum driver enjoyment.
The ratios are:
1st 2.928
2nd 1.95
3rd 1.407
4th 1.031
5th 0.72
Reverse 3.416
Final Drive 4.529
Improvements have been made to the transmission to accommodate the higher torque loads, and improvements to the single dry plate clutch assembly have reduced rattle and noise, while giving better release at high engine speeds.
Since its introduction, Mitsubishi¡¦s AWD Control System ¡V comprising Active Centre Differential, Anti Yaw Control and Sports ABS ¡V has helped elevate Evolution¡¦s road performance to new levels. Drivers of Lancer Evolution around the world are constantly astounded at the car¡¦s cornering ability and lateral grip that is possible because of the AWD Control System.
Debuting on Evolution VIII, the new Super AYC has further significant improvements. Tuning of the ACD and other components in the system has been optimised by feedback gained through Evolution VII¡¦s motorsport participation. As a result, this latest version of MMC¡¦s AWD Control System delivers enhanced traction and handling control. To extract and realise its full potential, Super AYC underwent an extensive proving program on prototype vehicles at Nurburgring in Germany, as well as other testing to simulate competition driving.
Evolution VIII¡¦s AWD Control System now stretches the cornering envelope further while retaining the vehicle¡¦s natural, driver-friendly handling and behaviour characteristics at all speeds, and over all surfaces. It features automatic switching between three modes ¡V Tarmac, Gravel, Snow ¡V to enable quicker and optimum control response for changes in road surface.
The continuing development of Evolution¡¦s MacPherson strut front and multi-link rear suspension has resulted in Evo VIII delivering better on-the-limit handling stability, and driving quality over the full performance range.
The use of thicker rods in the rear shock absorbers has improved damping response and steering linearity.
Evolution VIII rides on ENKEI 6-spoke 17¡¨ X 8¡¨ spun-rim alloy wheels, shod with 235/45R17 93W high performance tyres (Bridgestone RE050 A Potenza).
The total package of engine, transmission, AWD drive-train and suspension all add up to one of the most enjoyable and involving driving experiences that a motoring enthusiast could ever hope for.
However, a performance sedan like Evolution needs a great set of brakes, and stopping power is provided by Brembo 17¡¨ (wheel) ventilated discs with 4-pot calipers at the front and 16¡¨ (wheel) ventilated discs with 2-pot calipers at the rear. Mitsubishi¡¦s Sports ABS with Electronic Brakeforce Distribution (EBD) is standard to ensure safe, quick stops every time.
To improve handling stability and driving quality over its predecessor, Evolution VIII¡¦s body underwent an exhaustive program to increase structural strength and stiffness efficiently and effectively, pinpointing those areas giving the largest gain in strength for the smallest increase in weight. As a result, the stiffer body and suspension improve handling feel and enhance the integrity of the driver-car relationship.
A sports sedan, such as Lancer Evolution, can also be a daily driver for many people. Consequently, the car¡¦s styling and appointments can be equally as important as the mechanical and engineering features.
Evolution VIII¡¦s styling changes incorporate a more aggressive exterior appearance that include the elements of the new global Mitsubishi design identity. The front end is distinguished by its integral grille-front bumper, the centre of which has been extended 35mm forwards, and its V-shaped nose with corners that have been pared away. These design elements lower drag while retaining Evolution¡¦s outstanding manoeuvrability through corners. Stamping the new Mitsubishi design identity on the front is the pyramid-shaped element in the centre of the grille that locates the chrome three-diamond logo, and from the apex of which a ridge line appears to flow seamlessly into the engine hood.
At the rear of the car, the spoiler uses carbon fibre-reinforced plastic for both horizontal and vertical components ¡V a world first on a four-door production sedan. The low mass, high strength and rigidity of CFRP, means the spoiler is stronger and stiffer than the aluminium one that was fitted to Evolution V and VI, and is lighter than the ABS plastic spoiler used on Evolution VII.
These advances in aerodynamics deliver a significant reduction in overall lift and improvement in high speed handling stability, as well as improving the balance between front and rear aero characteristics. Evolution VIII also boasts a coefficient of drag that is 0.01 slippier than Evo VII.
Inside, Evolution VIII features an off-black colour scheme, with the strategic placement of dark titanium-look panels to create a modern, high-tech, but sporty look. The dashboard highlight panel is finished in blue to co-ordinate with the seat upholstery, while the centre, lower console and power window switch panels are titanium-look.
Evolution VIII retains its 3-spoke MOMO black leather-wrapped steering wheel with black stitching, while the shifter, shifter boot and parking brake lever all use the same black-stitched leather trim.
Recaro bucket seats are extremely supportive for the driver and passenger, and deliver fatigue-free comfort on longer trips. The bolsters are upholstered using Silkweave㤠fabric as it has outstanding grip, moisture absorption and other functional properties. The squab and back support use a lustrous blue mesh-look knit fabric with a high-grip dimple-finish.
The instrument cluster has a full range of instruments, as would be expected in a sports sedan such as Evo. The tachometer is large and centrally located alongside the 270kmh speedometer. Also provided are twin trip meters, low fuel warning lamp, engine coolant temperature gauge, oil pressure warning lamp, oil level warning lamp, brake fluid level warning lamp, rear fog lamp indicator and centre differential control indicator.
Also provided are a headlamp levelling device, ignition key cylinder illumination, lidded console box, front passenger¡¦s cupholder, accessory and coin boxes, cigarette lighter, and digital quartz clock.
Comfort in Evolution VIII is maintained by the fitting of air conditioning as standard, while the audio system is an Eclipse premium AM/FM radio/MP3/CD unit (model CD3413) with six speakers.
Safety is inherent in a car like Evo VIII, and active and passive safety features such as remote keyless locking, Mitsubishi¡¦s RISE body construction, driver and passenger airbags, side door impact bars, front 3-point ELR seatbelts with pre-tensioners, front adjustable seatbelt anchors, rear 3-point ELR/ALR seatbelts in all three positions and 3 child restraint anchors are all standard.
However, Mitsubishi is aware that owners of such a desirable car as an Evolution VIII want to be sure their pride and joy is protected. Consequently, it comes with engine immobiliser and Data Dot security, as well as a tracking and alarm system.
Evolution VIII is available in six colours - White Solid, Cool Silver Metallic, Blue Solid, Red Solid, Yellow Solid, and Black Mica, and will cost $61,990 when it goes on sale in July. The only option is leather interior trim that will cost $3,000.
Jun 20, 2004, 07:28 PM
#2
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1. Introduction
Proven in the heat of battle in the most tortuous rallies throughout the world the Lancer Evolution has, rightly, earned itself a formidable reputation since it was first launched in the early 1990s. Each evolution has been better than the previous iteration, and the Evolution VIII has already earned itself a ¡¥must-have¡¦ reputation before it has landed on Australian soil.
Mitsubishi Motors originally developed the Lancer Evolution from the production Lancer sedan as its Group-A homologation model in order to compete more effectively in the FIA World Rally Championship (WRC). Christened to indicate its role in the series lineage, the Lancer Evolution series debuted in October 1992. Known affectionately as ¡¥Evo¡¦ by a growing number of enthusiasts, the series has gone from strength to strength with successive improvements and model changes in the 12 years since.
The Lancer Evolution VIII marks the eighth step up the evolutionary ladder, and each generation has featured the latest in knowledge and technological advances that are fedback from Mitsubishi¡¦s participation in the most gruelling and fiercely fought motorsports events around the world.
With its emphasis firmly on improving performance in actual competition, the incremental and on-going evolution achieved by the series has gained Evolution a wide-based following amongst motorsport enthusiasts. This popularity may be seen in the large number of class victories chalked up by Group N (PWRC) Evolutions over the last 12 years, and the fact that Evolutions account for almost 80% of all privateer entries in the class.
Providing a base model for a wide range of motorsport events, Evolution VIII continues the tradition of delivering quicker competition performance with each new model in the series. Evolution VIII brings a significant improvement in perceived driving quality, offering a glove-like fit between driver and machine that inspires confidence over all speeds and surfaces.
Lancer Evolution has the power and performance to excite any person that enjoys driving.
2. Market
Market Analysis
The sports sedan market has seen significant growth in the last year with a number of performance cars being released into the Australian market. According to VFACTS, when combined, the Sports, Luxury & Prestige market grew 7% in 2003 versus the prior year. Evolution VIII will enter the performance car market with a cult-like following and specifications to match.
Segmentation of the ¡¥Performance¡¦ car market is difficult as vehicles come from various VFACTS segments. Therefore, vehicles chosen for analysis are within the consideration set for consumers who have an affinity for performance vehicles.
The RX-8, 350Z, Monaro and WR-X competed heavily for sales in the back half of 2003 and that has continued into 2004. There is room for multiple performance vehicles to be in competition while maintaining significant volumes. Sales of the Falcon XR6T and its XR6 sibling have grown significantly since the BA launch, and have averaged 705 units per month combined. Evolution VIII will target vehicles such as those with a specific focus on WR-X and its STi variant which is more closely aligned in specification and price.
This first importation of Evolution VIII is a stepping stone to reaching significant volumes in the future with further Evolution generations.
3. Product Concept ¡V Exterior
Evolution VIII¡¦s more aggressive exterior appearance incorporates the defining elements of the new global Mitsubishi design identity. It also features significant advances in aerodynamic and cooling performance that has been gained from extensive testing during development on the Nurburgring in Germany, and in MMC¡¦s own advanced wind tunnel facility, as well as reflecting feedback obtained from Evolution¡¦s participation in the WRC and other gruelling events.
Reducing drag and lift, Evolution VIII¡¦s exterior lines give it better high speed straight line stability and handling through corners than its predecessor. The design also achieves the increased cooling performance necessary to extract the full potential of the model¡¦s engine and drivetrain.
The front end is distinguished by its integral grille-front bumper, the centre of which has been extended 35mm forwards, and its V-shaped nose with corners that have been pared away. These design elements lower drag while retaining Evolution¡¦s outstanding manoeuvrability through corners. Stamping the new Mitsubishi design identity on the front is the pyramid-shaped element in the centre of the grille that locates the chrome three-diamond logo, and from the apex of which a ridge line appears to flow seamlessly into the engine hood.
The radiator cooling air intakes in the front grille have been slightly reduced in size to lower drag. The hot air extraction vents in the engine hood are 60% larger than on Evolution VII, and with an improved heat protector design double the effective area. Extraction efficiency has also been improved by moving the vents 40mm forwards and by adding a kickup to the leading edge to generate more negative pressure. As well as reducing drag and front lift, these detail improvements also boost radiator cooling performance. The side air vents on Evolution VII have been eliminated to reduce drag and weight, and to allow the hood vents to be increased to the maximum size permissable under WRC regulations.
Intercooler efficiency, which translates directly into engine performance, has been boosted with a 10% enlargement of the mid-bumper air intake. The engine oil cooler air intake located under the right end of the bumper has been redesigned as a duct to promote a smoother flow of air and improve oil cooler efficiency at higher driving speeds. This has enabled the oil cooler side air vent to be eliminated, further reducing drag. Not required for cooling purposes, the opening under the left end of the bumper has been closed off, resulting in a further reduction in drag and front lift.
The engine undercover design has been optimised to realise a significant increase in downforce without impacting its drag reducing effectiveness. The addition of an airdam on the leading edge of the undercover, complementing the airdam already in place forward of the wheels, increases negative pressure. Downforce is further boosted by the provision of a cavity, in the undercover moulding immediately behind the airdam, that serves to increase the negative pressure generated by the airdam. The addition of a venturi tunnel directly behind the cavity accelerates the flow of air under the car and boosts downforce further, particularly at higher speeds. Evolution VIII also features a new diffuser which, fitted downstream of the venturi tunnel, directs cooling air onto the drivetrain. The diffuser reduces air resistance in the components downstream of it by slowing down, without disrupting, the flow of air accelerated by the venturi tunnel, and improves brake cooling at the same time. The new model retains the brake cooling air ducts fitted on its predecessor. By optimally controlling air pressure and airflow in the very small area presented by the front overhang, Evolution VIII realises significant advances in aerodynamic and cooling performance.
The rear spoiler uses carbon fibre-reinforced plastic for both horizontal and vertical components ¡V a world first on a four-door production sedan. Exploiting to the full the low mass, high strength and rigidity of CFRP, the spoiler is stronger and stiffer than the aluminium one that was fitted to Evolution V and VI, and is lighter than the ABS plastic spoiler used on Evolution VII. With its optimised section, the horizontal aerofoil is some 60% slimmer than its predecessor and has been moved 58mm rearward into an area where the airstream is faster. On its own, the spoiler generates 1.5-times more downforce than its predecessor but incurs no extra drag penalties.
To comply with WRC regulations and to reduce weight further, the spoiler uses a fixed-attack angle horizontal wing in place of the adjustable angle wing on its predecessor. This, and the use of CFRP, has reduced the spoiler weight by some 2kg.
These advances in aerodynamics deliver a significant reduction in overall lift and improvement in high speed handling stability, as well as improving the balance between front and rear aero characteristics. Evolution VIII also boasts a coefficient of drag that is 0.01 slippier than Evo VII.
4. Interior
The interior look of Evolution VIII features an off-black colour scheme, with the strategic placement of dark titanium-look panels to create a modern, high-tech, but sporty look.
The dashboard highlight panel is finished in blue to co-ordinate with the seat upholstery, while the titanium-look panels are the centre, lower console and power window switch panels.
Evolution VIII retains its 3-spoke MOMO black leather-wrapped steering wheel with black stitching, while the shifter, shifter boot and parking brake lever all use the same black-stitched leather trim.
Recaro bucket seats are extremely supportive for the driver and passenger, and deliver fatigue-free comfort on longer trips. While retaining their basic shape, for Evolution VIII the seats use slim-line bolsters that are less constricting, but do not compromise the superb location and support the seats provide. The bolsters are upholstered using the same Silkweave㤠fabric as Evolution VII with its outstanding grip, moisture absorption and other functional properties. The squab and back support use a lustrous blue mesh-look knit fabric with a high-grip dimple-finish.
The instrument cluster has a full range of instruments, as would be expected in a sports sedan such as Evo. The tachometer is large and centrally located alongside the 270kmh speedometer. Also provided are twin trip meters, low fuel warning lamp, engine coolant temperature gauge, oil pressure warning lamp, oil level warning lamp, brake fluid level warning lamp, rear fog lamp indicator and centre differential control indicator.
Also provided are a headlamp levelling device, ignition key cylinder illumination, lidded console box, front passenger¡¦s cupholder, accessory and coin boxes, cigarette lighter, and digital quartz clock.
Comfort in Evolution VIII is maintained by the fitting of air conditioning as standard, while the audio system is an Eclipse premium AM/FM radio/MP3/CD unit (model CD3413) with six speakers.
Proven in the heat of battle in the most tortuous rallies throughout the world the Lancer Evolution has, rightly, earned itself a formidable reputation since it was first launched in the early 1990s. Each evolution has been better than the previous iteration, and the Evolution VIII has already earned itself a ¡¥must-have¡¦ reputation before it has landed on Australian soil.
Mitsubishi Motors originally developed the Lancer Evolution from the production Lancer sedan as its Group-A homologation model in order to compete more effectively in the FIA World Rally Championship (WRC). Christened to indicate its role in the series lineage, the Lancer Evolution series debuted in October 1992. Known affectionately as ¡¥Evo¡¦ by a growing number of enthusiasts, the series has gone from strength to strength with successive improvements and model changes in the 12 years since.
The Lancer Evolution VIII marks the eighth step up the evolutionary ladder, and each generation has featured the latest in knowledge and technological advances that are fedback from Mitsubishi¡¦s participation in the most gruelling and fiercely fought motorsports events around the world.
With its emphasis firmly on improving performance in actual competition, the incremental and on-going evolution achieved by the series has gained Evolution a wide-based following amongst motorsport enthusiasts. This popularity may be seen in the large number of class victories chalked up by Group N (PWRC) Evolutions over the last 12 years, and the fact that Evolutions account for almost 80% of all privateer entries in the class.
Providing a base model for a wide range of motorsport events, Evolution VIII continues the tradition of delivering quicker competition performance with each new model in the series. Evolution VIII brings a significant improvement in perceived driving quality, offering a glove-like fit between driver and machine that inspires confidence over all speeds and surfaces.
Lancer Evolution has the power and performance to excite any person that enjoys driving.
2. Market
Market Analysis
The sports sedan market has seen significant growth in the last year with a number of performance cars being released into the Australian market. According to VFACTS, when combined, the Sports, Luxury & Prestige market grew 7% in 2003 versus the prior year. Evolution VIII will enter the performance car market with a cult-like following and specifications to match.
Segmentation of the ¡¥Performance¡¦ car market is difficult as vehicles come from various VFACTS segments. Therefore, vehicles chosen for analysis are within the consideration set for consumers who have an affinity for performance vehicles.
The RX-8, 350Z, Monaro and WR-X competed heavily for sales in the back half of 2003 and that has continued into 2004. There is room for multiple performance vehicles to be in competition while maintaining significant volumes. Sales of the Falcon XR6T and its XR6 sibling have grown significantly since the BA launch, and have averaged 705 units per month combined. Evolution VIII will target vehicles such as those with a specific focus on WR-X and its STi variant which is more closely aligned in specification and price.
This first importation of Evolution VIII is a stepping stone to reaching significant volumes in the future with further Evolution generations.
3. Product Concept ¡V Exterior
Evolution VIII¡¦s more aggressive exterior appearance incorporates the defining elements of the new global Mitsubishi design identity. It also features significant advances in aerodynamic and cooling performance that has been gained from extensive testing during development on the Nurburgring in Germany, and in MMC¡¦s own advanced wind tunnel facility, as well as reflecting feedback obtained from Evolution¡¦s participation in the WRC and other gruelling events.
Reducing drag and lift, Evolution VIII¡¦s exterior lines give it better high speed straight line stability and handling through corners than its predecessor. The design also achieves the increased cooling performance necessary to extract the full potential of the model¡¦s engine and drivetrain.
The front end is distinguished by its integral grille-front bumper, the centre of which has been extended 35mm forwards, and its V-shaped nose with corners that have been pared away. These design elements lower drag while retaining Evolution¡¦s outstanding manoeuvrability through corners. Stamping the new Mitsubishi design identity on the front is the pyramid-shaped element in the centre of the grille that locates the chrome three-diamond logo, and from the apex of which a ridge line appears to flow seamlessly into the engine hood.
The radiator cooling air intakes in the front grille have been slightly reduced in size to lower drag. The hot air extraction vents in the engine hood are 60% larger than on Evolution VII, and with an improved heat protector design double the effective area. Extraction efficiency has also been improved by moving the vents 40mm forwards and by adding a kickup to the leading edge to generate more negative pressure. As well as reducing drag and front lift, these detail improvements also boost radiator cooling performance. The side air vents on Evolution VII have been eliminated to reduce drag and weight, and to allow the hood vents to be increased to the maximum size permissable under WRC regulations.
Intercooler efficiency, which translates directly into engine performance, has been boosted with a 10% enlargement of the mid-bumper air intake. The engine oil cooler air intake located under the right end of the bumper has been redesigned as a duct to promote a smoother flow of air and improve oil cooler efficiency at higher driving speeds. This has enabled the oil cooler side air vent to be eliminated, further reducing drag. Not required for cooling purposes, the opening under the left end of the bumper has been closed off, resulting in a further reduction in drag and front lift.
The engine undercover design has been optimised to realise a significant increase in downforce without impacting its drag reducing effectiveness. The addition of an airdam on the leading edge of the undercover, complementing the airdam already in place forward of the wheels, increases negative pressure. Downforce is further boosted by the provision of a cavity, in the undercover moulding immediately behind the airdam, that serves to increase the negative pressure generated by the airdam. The addition of a venturi tunnel directly behind the cavity accelerates the flow of air under the car and boosts downforce further, particularly at higher speeds. Evolution VIII also features a new diffuser which, fitted downstream of the venturi tunnel, directs cooling air onto the drivetrain. The diffuser reduces air resistance in the components downstream of it by slowing down, without disrupting, the flow of air accelerated by the venturi tunnel, and improves brake cooling at the same time. The new model retains the brake cooling air ducts fitted on its predecessor. By optimally controlling air pressure and airflow in the very small area presented by the front overhang, Evolution VIII realises significant advances in aerodynamic and cooling performance.
The rear spoiler uses carbon fibre-reinforced plastic for both horizontal and vertical components ¡V a world first on a four-door production sedan. Exploiting to the full the low mass, high strength and rigidity of CFRP, the spoiler is stronger and stiffer than the aluminium one that was fitted to Evolution V and VI, and is lighter than the ABS plastic spoiler used on Evolution VII. With its optimised section, the horizontal aerofoil is some 60% slimmer than its predecessor and has been moved 58mm rearward into an area where the airstream is faster. On its own, the spoiler generates 1.5-times more downforce than its predecessor but incurs no extra drag penalties.
To comply with WRC regulations and to reduce weight further, the spoiler uses a fixed-attack angle horizontal wing in place of the adjustable angle wing on its predecessor. This, and the use of CFRP, has reduced the spoiler weight by some 2kg.
These advances in aerodynamics deliver a significant reduction in overall lift and improvement in high speed handling stability, as well as improving the balance between front and rear aero characteristics. Evolution VIII also boasts a coefficient of drag that is 0.01 slippier than Evo VII.
4. Interior
The interior look of Evolution VIII features an off-black colour scheme, with the strategic placement of dark titanium-look panels to create a modern, high-tech, but sporty look.
The dashboard highlight panel is finished in blue to co-ordinate with the seat upholstery, while the titanium-look panels are the centre, lower console and power window switch panels.
Evolution VIII retains its 3-spoke MOMO black leather-wrapped steering wheel with black stitching, while the shifter, shifter boot and parking brake lever all use the same black-stitched leather trim.
Recaro bucket seats are extremely supportive for the driver and passenger, and deliver fatigue-free comfort on longer trips. While retaining their basic shape, for Evolution VIII the seats use slim-line bolsters that are less constricting, but do not compromise the superb location and support the seats provide. The bolsters are upholstered using the same Silkweave㤠fabric as Evolution VII with its outstanding grip, moisture absorption and other functional properties. The squab and back support use a lustrous blue mesh-look knit fabric with a high-grip dimple-finish.
The instrument cluster has a full range of instruments, as would be expected in a sports sedan such as Evo. The tachometer is large and centrally located alongside the 270kmh speedometer. Also provided are twin trip meters, low fuel warning lamp, engine coolant temperature gauge, oil pressure warning lamp, oil level warning lamp, brake fluid level warning lamp, rear fog lamp indicator and centre differential control indicator.
Also provided are a headlamp levelling device, ignition key cylinder illumination, lidded console box, front passenger¡¦s cupholder, accessory and coin boxes, cigarette lighter, and digital quartz clock.
Comfort in Evolution VIII is maintained by the fitting of air conditioning as standard, while the audio system is an Eclipse premium AM/FM radio/MP3/CD unit (model CD3413) with six speakers.
Jun 20, 2004, 07:29 PM
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5. Engine
Power is provided by an improved version of the two litre in-line four-cylinder 16-valve DOHC intercooled, turbocharged 4G63 engine, that boasts unmatched levels of maturity and refinement stemming from its impressive track record.
The powerplant generates 195kW of power at 6500 rpm, and 355Nm of torque at 3500 rpm. The flat 3000-5000 rpm torque band that has always been the 4G63’s trademark is now gutsier than ever. To cope with this torque, cooling performance has been improved by uprating the water pump capacity and by enlarging the water passages in the turbocharger. Engine durability and reliability have also been improved by uprating the aluminium pistons and forged steel conrods. These detail improvements deliver an engine that combines competition-ready but street-friendly power with outstanding durability.
Measures taken to reduce weight in the engine include the use of a thinner wall gauge in the front-mounted exhaust manifold, cutting its weight by 1.2kg, and the use of aluminium for the air conditioner brackets, reducing their weight by 30%. The valve springs are almost 50% lighter after a change in shape, while the valve spring tensioners are almost 75% lighter after switching to aluminium and shape optimisation. This weight reduction in the valvetrain has lowered moment of inertia and, with the reduced valve spring load, friction. The switch to an aluminium pulley hub has reduced rotational inertia in the crankshaft assembly. The 2.5 kg’s total reduction in engine weight contributes to better vehicle response by lessening the load at the front of the vehicle, as well as lowering the centre of gravity and reducing engine roll inertia.
Lancer Evolution is renowned for its startling performance, and Evo VIII delivers in spades. It sprints from 0-100 km/hour in just 6.1 seconds, sprints from 0-400 metres in 14.5 seconds, and has a top speed of 245 km/hour.
Evo VIII returns a very respectable fuel economy of 10.9 litres / 100 kilometres. It is recommended that Evolution VIII runs on 98 octane fuel.
6. Transmission
Evolution VIII is fitted with a close-ratio five-speed manual transmission, and the ratios are ideally matched to the car’s power and torque characteristics, so as to deliver the optimum driver enjoyment.
The ratios are:
1st 2.928
2nd 1.95
3rd 1.407
4th 1.031
5th 0.72
Reverse 3.416
Final Drive 4.529
To accommodate the higher torque loads, transmission assembly durability and stiffness have been upgraded by switching to stronger materials for some of the gears, and by reinforcing the casing.
Improvements to the single dry plate clutch assembly include the use of a wide-angle clutch torsion damper to reduce rattle and noise, while optimisation of the clutch cover leverage realises better release at high engine speeds.
7. Drive Train (AWD Control System)
Since its introduction, Mitsubishi’s AWD Control System – comprising Active Centre Differential, Anti Yaw Control and Sports ABS – has helped elevate Evolution’s road performance to new levels. Debuting on Evolution VIII, the new Super AYC has further significant improvements. Tuning of the ACD and other components in the system has been optimised by feedback gained through Evolution VII’s motorsport participation. As a result, this latest version of MMC’s AWD Control System delivers enhanced traction and handling control in on-the-limit driving, whether in gymkhana or race circuit competition, or in sporty driving on the road.
AYC operates to increase or decrease body yaw, without detracting from front tyre traction, using a torque-transfer differential to create a differential in the right and left rear wheels. Used for the first time on Evolution IV, AYC has undergone detail improvements over the years. Although successfully increasing cornering limits by reducing understeer, AYC has come under criticism in some quarters for not transferring enough torque to match the increased power outputs of the latest Evolution models when shod with high-grip tyres and driven on race circuit, or other high-friction, surfaces.
Mitsubishi has responded to this by developing Super AYC after carefully calculating torque transfer requirements under simulated race conditions. Switching from the use of a bevel gear to a planetary gear differential, the new unit is able to transfer twice the torque of the previous AYC.
Super AYC’s ability to transfer more torque between the rear wheels further reduces understeer while the larger yaw moments it can induce extend Evolution’s cornering limits. In-house skid pad testing of constant radius cornering performance under gentle acceleration has shown that Super AYC extends Evolution’s cornering limit by 10% over the previous AYC system.
Super AYC also acts like a limited slip differential by increasing inside wheel traction in race circuit and other high speed corning situations, thereby preventing the wheel slip that can occur with the previous system due to its smaller torque transfer capacity.
To extract and realise its full potential, Super AYC underwent an extensive proving program on prototype vehicles at Nurburgring in Germany, as well as other testing to simulate competition driving. As a result, and accompanied by tuning optimisation of the ACD and other system components, the AWD Control System on Evolution VIII is tuned with greater bias towards vehicle behaviour (feedback control) than to driver input (feed-forward control). Higher cornering speeds in on-the-limit driving, and better linearity under partial throttle are the result.
Evolution VIII’s AWD Control System now stretches the cornering envelope further while retaining the vehicle’s natural, driver-friendly handling and behaviour characteristics at all speeds, and over all surfaces. The AWD Control System features automatic switching between three modes – Tarmac, Gravel, Snow – to enable quicker and optimum control response for changes in road surface.
8. Brakes
A performance sedan like Evolution needs a great set of brakes, and stopping power is provided by Brembo 17” (wheel) ventilated discs with 4-pot calipers at the front and 16” (wheel) ventilated discs with 2-pot calipers at the rear.
Mitsubishi’s Sports ABS uses a steering wheel angle sensor to detect steering input. The computer uses information to regulate braking force at each wheel independently and improve steering performance under braking. The system also incorporates MMC’s EBD (Electronic Brakeforce Distribution) system that apportions braking force optimally between front and rear wheels. Under hard braking EBD operates to reduce the load on the front wheels by apportioning more braking force to the rear wheels, thereby reducing fade. Tailoring brake force distribution to road surface and vehicle load conditions, EBD delivers more stable and consistent braking performance under all conditions.
This set-up ensures safe, quick stops every time.
9. Suspension
Detail optimisation of Evolution VIII’s MacPherson strut front and multi-link rear suspension results in better on-the-limit handling stability, and perceived driving quality over the full performance range.
The use of thicker rods in the rear shock absorbers improves damping response and steering linearity. Damping rates in both front and rear shock absorbers have been optimised to improve responsiveness and damping, and increase the footprint.
The rear axle fastening bolts have been redesigned to boost camber stiffness, thus improving responsiveness and making it easier to keep the vehicle on the intended path.
Notable though for Evo VIII is the use of aluminium for all the suspension links – front and rear – in order to reduce unsprung weight and improve stability under high-speed cornering.
10. Wheels and tyres
Evolution VIII rides on ENKEI 6-spoke 17” X 8” spun-rim alloy wheels, shod with 235/45R17 93W Bridgestone RE050 A Potenza performance tyres.
After casting, the rims are subjected to a heating and spinning process that produces a flowing and fibrous metallic structure similar to that of a forged wheel. Enabling a thinner rim gauge while retaining the necessary strength and rigidity, the use of this process cuts the weight of a set of wheels by 3.2 kgs. The reduction in unsprung weight contributes to improved dynamic performance.
11. Body construction
To improve handling stability and perceived driving quality over its predecessor, Evolution VIII’s body underwent an exhaustive program to increase structural strength and stiffness efficiently and effectively, pinpointing those areas giving the largest gain in strength for the smallest increase in weight.
Producing significant increases in body strength and stiffness, these reinforcements tangibly improve perceived driving quality. Specifically, Evo VIII carves the intended line more precisely, feels more stable on the road up to its fastest speeds, and delivers more linear and consistent response to driver inputs. Overall, these improvements make vehicle behaviour more predictable and closer to that intended.
Perceived driving quality has also been enhanced by reducing distracting vibration in the floor and steering assembly, ensuring that the driver receives only the feedback they need, and helping them feel more at one with their car over the complete range of driving situations.
The upper and lower body join, a major factor in overall stiffness, has been strengthened with the addition of large reinforcements to inner and outer panels at the bottom of the centre pillar. For Evo VIII, the front deck crossmember attachment point reinforcement at the foot of the A-pillar on the driver’s side is complemented by a similar reinforcement on the passenger’s side. Body panel joins have been strengthened with the addition of reinforcements at the top of the front strut tower, on the upper and side surfaces of the rear wheel house, and by increasing the number of spot welding points.
Suspension mounting stiffness has also been uprated by strengthening the middle of the strut tower bar and its point of attachment to the body.
The stiffer body and suspension improve handling feel and enhance the integrity of the driver-car relationship.
Power is provided by an improved version of the two litre in-line four-cylinder 16-valve DOHC intercooled, turbocharged 4G63 engine, that boasts unmatched levels of maturity and refinement stemming from its impressive track record.
The powerplant generates 195kW of power at 6500 rpm, and 355Nm of torque at 3500 rpm. The flat 3000-5000 rpm torque band that has always been the 4G63’s trademark is now gutsier than ever. To cope with this torque, cooling performance has been improved by uprating the water pump capacity and by enlarging the water passages in the turbocharger. Engine durability and reliability have also been improved by uprating the aluminium pistons and forged steel conrods. These detail improvements deliver an engine that combines competition-ready but street-friendly power with outstanding durability.
Measures taken to reduce weight in the engine include the use of a thinner wall gauge in the front-mounted exhaust manifold, cutting its weight by 1.2kg, and the use of aluminium for the air conditioner brackets, reducing their weight by 30%. The valve springs are almost 50% lighter after a change in shape, while the valve spring tensioners are almost 75% lighter after switching to aluminium and shape optimisation. This weight reduction in the valvetrain has lowered moment of inertia and, with the reduced valve spring load, friction. The switch to an aluminium pulley hub has reduced rotational inertia in the crankshaft assembly. The 2.5 kg’s total reduction in engine weight contributes to better vehicle response by lessening the load at the front of the vehicle, as well as lowering the centre of gravity and reducing engine roll inertia.
Lancer Evolution is renowned for its startling performance, and Evo VIII delivers in spades. It sprints from 0-100 km/hour in just 6.1 seconds, sprints from 0-400 metres in 14.5 seconds, and has a top speed of 245 km/hour.
Evo VIII returns a very respectable fuel economy of 10.9 litres / 100 kilometres. It is recommended that Evolution VIII runs on 98 octane fuel.
6. Transmission
Evolution VIII is fitted with a close-ratio five-speed manual transmission, and the ratios are ideally matched to the car’s power and torque characteristics, so as to deliver the optimum driver enjoyment.
The ratios are:
1st 2.928
2nd 1.95
3rd 1.407
4th 1.031
5th 0.72
Reverse 3.416
Final Drive 4.529
To accommodate the higher torque loads, transmission assembly durability and stiffness have been upgraded by switching to stronger materials for some of the gears, and by reinforcing the casing.
Improvements to the single dry plate clutch assembly include the use of a wide-angle clutch torsion damper to reduce rattle and noise, while optimisation of the clutch cover leverage realises better release at high engine speeds.
7. Drive Train (AWD Control System)
Since its introduction, Mitsubishi’s AWD Control System – comprising Active Centre Differential, Anti Yaw Control and Sports ABS – has helped elevate Evolution’s road performance to new levels. Debuting on Evolution VIII, the new Super AYC has further significant improvements. Tuning of the ACD and other components in the system has been optimised by feedback gained through Evolution VII’s motorsport participation. As a result, this latest version of MMC’s AWD Control System delivers enhanced traction and handling control in on-the-limit driving, whether in gymkhana or race circuit competition, or in sporty driving on the road.
AYC operates to increase or decrease body yaw, without detracting from front tyre traction, using a torque-transfer differential to create a differential in the right and left rear wheels. Used for the first time on Evolution IV, AYC has undergone detail improvements over the years. Although successfully increasing cornering limits by reducing understeer, AYC has come under criticism in some quarters for not transferring enough torque to match the increased power outputs of the latest Evolution models when shod with high-grip tyres and driven on race circuit, or other high-friction, surfaces.
Mitsubishi has responded to this by developing Super AYC after carefully calculating torque transfer requirements under simulated race conditions. Switching from the use of a bevel gear to a planetary gear differential, the new unit is able to transfer twice the torque of the previous AYC.
Super AYC’s ability to transfer more torque between the rear wheels further reduces understeer while the larger yaw moments it can induce extend Evolution’s cornering limits. In-house skid pad testing of constant radius cornering performance under gentle acceleration has shown that Super AYC extends Evolution’s cornering limit by 10% over the previous AYC system.
Super AYC also acts like a limited slip differential by increasing inside wheel traction in race circuit and other high speed corning situations, thereby preventing the wheel slip that can occur with the previous system due to its smaller torque transfer capacity.
To extract and realise its full potential, Super AYC underwent an extensive proving program on prototype vehicles at Nurburgring in Germany, as well as other testing to simulate competition driving. As a result, and accompanied by tuning optimisation of the ACD and other system components, the AWD Control System on Evolution VIII is tuned with greater bias towards vehicle behaviour (feedback control) than to driver input (feed-forward control). Higher cornering speeds in on-the-limit driving, and better linearity under partial throttle are the result.
Evolution VIII’s AWD Control System now stretches the cornering envelope further while retaining the vehicle’s natural, driver-friendly handling and behaviour characteristics at all speeds, and over all surfaces. The AWD Control System features automatic switching between three modes – Tarmac, Gravel, Snow – to enable quicker and optimum control response for changes in road surface.
8. Brakes
A performance sedan like Evolution needs a great set of brakes, and stopping power is provided by Brembo 17” (wheel) ventilated discs with 4-pot calipers at the front and 16” (wheel) ventilated discs with 2-pot calipers at the rear.
Mitsubishi’s Sports ABS uses a steering wheel angle sensor to detect steering input. The computer uses information to regulate braking force at each wheel independently and improve steering performance under braking. The system also incorporates MMC’s EBD (Electronic Brakeforce Distribution) system that apportions braking force optimally between front and rear wheels. Under hard braking EBD operates to reduce the load on the front wheels by apportioning more braking force to the rear wheels, thereby reducing fade. Tailoring brake force distribution to road surface and vehicle load conditions, EBD delivers more stable and consistent braking performance under all conditions.
This set-up ensures safe, quick stops every time.
9. Suspension
Detail optimisation of Evolution VIII’s MacPherson strut front and multi-link rear suspension results in better on-the-limit handling stability, and perceived driving quality over the full performance range.
The use of thicker rods in the rear shock absorbers improves damping response and steering linearity. Damping rates in both front and rear shock absorbers have been optimised to improve responsiveness and damping, and increase the footprint.
The rear axle fastening bolts have been redesigned to boost camber stiffness, thus improving responsiveness and making it easier to keep the vehicle on the intended path.
Notable though for Evo VIII is the use of aluminium for all the suspension links – front and rear – in order to reduce unsprung weight and improve stability under high-speed cornering.
10. Wheels and tyres
Evolution VIII rides on ENKEI 6-spoke 17” X 8” spun-rim alloy wheels, shod with 235/45R17 93W Bridgestone RE050 A Potenza performance tyres.
After casting, the rims are subjected to a heating and spinning process that produces a flowing and fibrous metallic structure similar to that of a forged wheel. Enabling a thinner rim gauge while retaining the necessary strength and rigidity, the use of this process cuts the weight of a set of wheels by 3.2 kgs. The reduction in unsprung weight contributes to improved dynamic performance.
11. Body construction
To improve handling stability and perceived driving quality over its predecessor, Evolution VIII’s body underwent an exhaustive program to increase structural strength and stiffness efficiently and effectively, pinpointing those areas giving the largest gain in strength for the smallest increase in weight.
Producing significant increases in body strength and stiffness, these reinforcements tangibly improve perceived driving quality. Specifically, Evo VIII carves the intended line more precisely, feels more stable on the road up to its fastest speeds, and delivers more linear and consistent response to driver inputs. Overall, these improvements make vehicle behaviour more predictable and closer to that intended.
Perceived driving quality has also been enhanced by reducing distracting vibration in the floor and steering assembly, ensuring that the driver receives only the feedback they need, and helping them feel more at one with their car over the complete range of driving situations.
The upper and lower body join, a major factor in overall stiffness, has been strengthened with the addition of large reinforcements to inner and outer panels at the bottom of the centre pillar. For Evo VIII, the front deck crossmember attachment point reinforcement at the foot of the A-pillar on the driver’s side is complemented by a similar reinforcement on the passenger’s side. Body panel joins have been strengthened with the addition of reinforcements at the top of the front strut tower, on the upper and side surfaces of the rear wheel house, and by increasing the number of spot welding points.
Suspension mounting stiffness has also been uprated by strengthening the middle of the strut tower bar and its point of attachment to the body.
The stiffer body and suspension improve handling feel and enhance the integrity of the driver-car relationship.
Jun 20, 2004, 07:30 PM
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12. Weight reduction
Evolution VIII achieves further advances in weight reduction over its predecessor, particularly in the front end, upper body and the unsprung weight – areas that contribute most to handling stability. For similar equipment levels and fuel load the Evo VIII is about 7.7 kg lighter than its predecessor.
The weight reduction and changes over Evo VII are:
Engine and drivetrain - 2.5 kgs
Carbon Fibre rear spoiler - 2.0 kgs
Alloy wheels - 3.2 kgs
13. Safety
Although Lancer Evolution VIII is a performance sedan it has an impressive list of passive and active safety features that include:
Mitsubishi’s RISE body construction (that has been further stiffened and reinforced)
Mitsubishi’s acclaimed AWD Control System that features ACD, Super AYC and Sports ABS (with EBD)
Large Brembo ventilated discs with 4-pot and 2-pot calipers front and rear respectively
Driver and passenger airbags
Keyless remote central locking system with engine immobiliser
Side door impact bars
Front 3-point ELR seatbelts with pre-tensioners
Front adjustable seatbelt anchors
Rear 3-point ELR/ALR seatbelts in all three positions
3 Child restraint anchorages and fittings
14. Security
Security for this vehicle is crucial due to the rare and unique nature of the Evolution product. Security features include:
Remote keyless central locking
Engine Immobiliser
Data Dot security identification
Tracking & Alarm System
5. Colours
Evolution VIII is available in six colours, namely:
White Solid
Cool Silver Metallic
Blue Solid
Red Solid
Yellow Solid
Black Mica
16. Sales
100 vehicles are being brought into Australia under the Specialist Enthusiast Vehicle Scheme (SEVS), and will undoubtedly be quickly snapped up by enthusiast drivers in Australia.
They will be sold through 18 exclusive Evolution dealers around Australia:
NSW
Northshore Mitsubishi, Crows Nest
Parramatta Mitsubishi, Parramatta
Booth’s Mitsubishi, Gosford
Sydney Mitsubishi, Glebe
Paul Wakeling Mitsubishi, Campbelltown
National Capital Motors Mitsubishi, Canberra
VICTORIA
Eastside Mitsubishi, Nunawading
Chadstone Mitsubishi, Chadstone
QUEENSLAND
Nundah Mitsubishi, Nundah
Geoff Pickering Mitsubishi, Townsville
Zupps Mitsubishi (Southport & Mt Gravatt)
Motorama Mitsubishi, Moorooka
ADELAIDE
Yorke Motors Mitsubishi, Adelaide
TASMANIA
Launceston Mitsubishi, Launceston
DJs Mitsubishi, Hobart
WESTERN AUSTRALIA
Skipper Mitsubishi, Victoria Park
Wanneroo Mitsubishi, Wanneroo
17. Pricing
Evolution VIII will sell for $61,990
The only option is leather interior trim, which will cost $3,000
This includes 3 Year 100,000km Warranty and 3 Year Roadside Assist
18. History of Lancer Evolution
Although the first Evolution was actually a Galant, Mitsubishi decided if it wanted to be more competitive it should develop a rally car based on the lighter and more compact Lancer sedan. Hence the legend was born.
Lancer Evolution I – distinguished by its engine (production Lancers had previously been powered by a 1.8 litre intercooled turbocharged engine) the first Evo was powered by the 2.0 litre 4G63 in-line four-cylinder DOHC intercooled turbocharged engine that had powered the Galant VR-r to success. The engine was given a larger capacity intercooler, high compression ratio, modified port configuration, new injectors, a lighter crankshaft, con rods and pistons. Power was 187kW at 6000 rpm and torque 315Nm at 3000 rpm.
The engine was coupled to a modified VR-4 driveline, and the car was distinguished at the front by an aluminium engine hood with large air outlets and open grille-integral front bumper that was extended 40mm forwards to house the uprated intercooler. At the rear a large rear deck spoiler reduced lift by 18%.
Lancer Evolution II – Launched in December 1993, modifications to the engine included an increase in turbo boost pressure, reduced exhaust back pressure, and increased valve lift.
To improve handling larger wheels and tyres were used, the wheelbase was improved by moving the front wheel centre 10mm forward, and the front and rear tracks were widened by 15mm and 10mm respectively to accommodate the wider tyres.
Suspension changes included new lower control arms and longer struts for the front, while the stabiliser bar was attached directly to the lower control arms to quicken steering response. Front camber was optimised. When added to the longer damper bump stroke there was a dramatic improvement to Evo II’s handling.
Styling changes included the addition of an air dam under the front bumper, and wicker rear spoiler. OZ alloy road wheels, and other numerous styling touches completed the picture.
Lancer Evolution III – Launched in January 1995, Evo III boasted further power improvements. Reduced exhaust back pressure – the result of a bigger front exhaust pipe and lower pressure losses in the main muffler – a new turbocharger compressor, and a higher compression ratio meant the Evo was now pumping out nearly 203kW at 6250rpm, while torque remained at 315Nm at 3000rpm. The addition of a second intercooler spray nozzle helped stabilise power and torque characteristics at high engine speeds.
The front bumper openings were enlarged, a larger air dam was fitted that featured brake cooling ducts and transfer cooling slots. Lowering ground clearance reduced airflow under the body to generate extra downforce. The lines of the front air dam were continued along the side and into the rear wheel house. A larger wicker and wing for the rear deck spoiler generated additional downforce.
Lancer Evolution IV – Launched in July 1996 it followed the styling of the recently introduced CE Lancer. The engine underwent extensive modifications with high-speed cam profile and lighter pistons. Turbo lag was reduced by minimising gas flow interference in the exhaust manifold, while the introduction of a twin-scroll turbocharger improved performance by generating more low and mid-range torque. A straighter intake manifold, and a metal head gasket which withstood the higher compression ratio and boost pressures better was also introduced. The introduction of a secondary air induction system improved turbo on-off response, thereby keeping turbine speed from dropping under deceleration.
Power was increased to 206kW at 6500rpm, while torque increased to 360Nm at 3000rpm.
As well as the close-ratio 5-speed transmission, a super-close-ratio box was also offered. The RS model was developed for competition use, and was offered with a torque-adaptive helical gear front LSD – a first on a 4WD model. The rear diff incorporated another world first – Active Yaw Control – and this gave a significant improvement in cornering performance and stability under hard braking.
Lancer Evolution V – Launched in January 1998, Evo V was given a much wider track in order to stay competitive in the world rally scene. This resulted in using aluminium front fenders and macho rear over-fenders. It ran on 17” wheels shod with 225/45R17 tyres.
At the front, aerodynamic and cooling performance was enhanced with a canard-spoiler under the front bumper, and larger grille openings to match the uprated radiator. The outlets in the engine hood were enlarged and reshaped for better heat extraction. While retaining the delta shaped wicker, the rear deck spoiler was optimised for position and used an aluminium wing with adjustable attack angle.
The suspension was optimised for the wider track, with the front gaining a camber adjuster and inverted struts. The wheel stroke was lengthened and the steering box relocated. At the rear improvements were made to all the pivot points, geometry was optimised, weight reduced and stiffness increased substantially. The rear roll centre was also optimised to give more responsive behaviour, and better tyre contact with the road.
Braking was upgraded with the fitting of Brembo 17” ventilated discs at the front with 4-pot calipers, and 16” ventilated discs with 2-pot calipers at the rear.
The use of turbocharger nozzles with larger surface areas increased torque to 373Nm at 3000rpm.
Evolution VI – Launched in January 1999 Evo VI had some fine tuning to its aerodynamics and a dramatic improvement in cooling performance.
Cooling was improved by offsetting the licence plate and using smaller fog lamps to enable the effective area of the bumper openings to be enlarged, while the new ventilator and airflow ducts in the bumper enhanced the performance of the oil cooler. Drag was reduced with the introduction of hemispherical fog lamp covers, while the introduction of a twin-wing rear spoiler made up for the reduction in downforce caused by its smaller size.
The engine generated the same power and torque, but detail modifications improved its reliability and responsiveness. A titanium-alloy turbocharger – another world first – improved throttle response, while the addition of a cooling channel in the pistons improved reliability.
Suspension changes included greater stiffness from the use of forged front knuckles, and a lowering of the roll centre. Both resulted in better tyre/road contact. At the rear, the use of forged aluminium for the lower control arms, trailing arms and toe control arms reduced the unsprung weight of the car. A longer rebound stroke also improved tyre/road contact, while body stiffness was improved with the addition of another 130 spot welds, the use of structural adhesive and the use of thicker gauge metal in some panels.
Evolution VI TME – Launched in 2000, major changes were made to the front bumper, with priority given to aerodynamic performance.
Although the same titanium-alloy twin-scroll turbine was used as in the Evo VI, the compressor wheel size and blade configuration was optimised. Ducts in the front bumper were introduced to cool engine intake air.
A large diameter tail pipe and sports muffler were introduced to reduce exhaust pressure losses and noise, and a new design fuel tank resevoir cup was introduced to stop fuel surge under high-G cornering.
Overall height was lowered 10mm, and the front and rear roll centre height was optimised. Handling response was also enhanced with quicker steering gear ratio, and quicker response shock absorbers.
Evolution VII – Launched in January 2001, Evo VII was a new, larger car that used the same body shape as the CG Lancer. This styling gave superior aerodynamic and engine and brake cooling performance. Torsional stiffness was improved by 50% through additional reinforcements and welding, particularly at the joins.
The mid range torque was boosted to a class topping 383Nm at 3500rpm, while power remained at 206kW at 6500rpm. Improvements to the turbocharger, the use of an uprated intercooler, a redesign of the intake piping, a 20% reduction in intake resistance and the use of a 3-nozzle intercooler spray, the introduction of magnesium rocker covers (replacing aluminium) and the use of hollow camshafts all helped provide performance improvements.
A new Active Centre Differential was developed to bring better handling response and traction, and the integrated control of the ACD and the Active Yaw Control handling enhancement systems brought superior acceleration and handling. Mitsubishi’s Sports ABS system was further developed to incorporate Electronic Brakeforce Distribution to the Brembo brakes, giving improved stability and steering response under braking when turning.
Evolution VIII achieves further advances in weight reduction over its predecessor, particularly in the front end, upper body and the unsprung weight – areas that contribute most to handling stability. For similar equipment levels and fuel load the Evo VIII is about 7.7 kg lighter than its predecessor.
The weight reduction and changes over Evo VII are:
Engine and drivetrain - 2.5 kgs
Carbon Fibre rear spoiler - 2.0 kgs
Alloy wheels - 3.2 kgs
13. Safety
Although Lancer Evolution VIII is a performance sedan it has an impressive list of passive and active safety features that include:
Mitsubishi’s RISE body construction (that has been further stiffened and reinforced)
Mitsubishi’s acclaimed AWD Control System that features ACD, Super AYC and Sports ABS (with EBD)
Large Brembo ventilated discs with 4-pot and 2-pot calipers front and rear respectively
Driver and passenger airbags
Keyless remote central locking system with engine immobiliser
Side door impact bars
Front 3-point ELR seatbelts with pre-tensioners
Front adjustable seatbelt anchors
Rear 3-point ELR/ALR seatbelts in all three positions
3 Child restraint anchorages and fittings
14. Security
Security for this vehicle is crucial due to the rare and unique nature of the Evolution product. Security features include:
Remote keyless central locking
Engine Immobiliser
Data Dot security identification
Tracking & Alarm System
5. Colours
Evolution VIII is available in six colours, namely:
White Solid
Cool Silver Metallic
Blue Solid
Red Solid
Yellow Solid
Black Mica
16. Sales
100 vehicles are being brought into Australia under the Specialist Enthusiast Vehicle Scheme (SEVS), and will undoubtedly be quickly snapped up by enthusiast drivers in Australia.
They will be sold through 18 exclusive Evolution dealers around Australia:
NSW
Northshore Mitsubishi, Crows Nest
Parramatta Mitsubishi, Parramatta
Booth’s Mitsubishi, Gosford
Sydney Mitsubishi, Glebe
Paul Wakeling Mitsubishi, Campbelltown
National Capital Motors Mitsubishi, Canberra
VICTORIA
Eastside Mitsubishi, Nunawading
Chadstone Mitsubishi, Chadstone
QUEENSLAND
Nundah Mitsubishi, Nundah
Geoff Pickering Mitsubishi, Townsville
Zupps Mitsubishi (Southport & Mt Gravatt)
Motorama Mitsubishi, Moorooka
ADELAIDE
Yorke Motors Mitsubishi, Adelaide
TASMANIA
Launceston Mitsubishi, Launceston
DJs Mitsubishi, Hobart
WESTERN AUSTRALIA
Skipper Mitsubishi, Victoria Park
Wanneroo Mitsubishi, Wanneroo
17. Pricing
Evolution VIII will sell for $61,990
The only option is leather interior trim, which will cost $3,000
This includes 3 Year 100,000km Warranty and 3 Year Roadside Assist
18. History of Lancer Evolution
Although the first Evolution was actually a Galant, Mitsubishi decided if it wanted to be more competitive it should develop a rally car based on the lighter and more compact Lancer sedan. Hence the legend was born.
Lancer Evolution I – distinguished by its engine (production Lancers had previously been powered by a 1.8 litre intercooled turbocharged engine) the first Evo was powered by the 2.0 litre 4G63 in-line four-cylinder DOHC intercooled turbocharged engine that had powered the Galant VR-r to success. The engine was given a larger capacity intercooler, high compression ratio, modified port configuration, new injectors, a lighter crankshaft, con rods and pistons. Power was 187kW at 6000 rpm and torque 315Nm at 3000 rpm.
The engine was coupled to a modified VR-4 driveline, and the car was distinguished at the front by an aluminium engine hood with large air outlets and open grille-integral front bumper that was extended 40mm forwards to house the uprated intercooler. At the rear a large rear deck spoiler reduced lift by 18%.
Lancer Evolution II – Launched in December 1993, modifications to the engine included an increase in turbo boost pressure, reduced exhaust back pressure, and increased valve lift.
To improve handling larger wheels and tyres were used, the wheelbase was improved by moving the front wheel centre 10mm forward, and the front and rear tracks were widened by 15mm and 10mm respectively to accommodate the wider tyres.
Suspension changes included new lower control arms and longer struts for the front, while the stabiliser bar was attached directly to the lower control arms to quicken steering response. Front camber was optimised. When added to the longer damper bump stroke there was a dramatic improvement to Evo II’s handling.
Styling changes included the addition of an air dam under the front bumper, and wicker rear spoiler. OZ alloy road wheels, and other numerous styling touches completed the picture.
Lancer Evolution III – Launched in January 1995, Evo III boasted further power improvements. Reduced exhaust back pressure – the result of a bigger front exhaust pipe and lower pressure losses in the main muffler – a new turbocharger compressor, and a higher compression ratio meant the Evo was now pumping out nearly 203kW at 6250rpm, while torque remained at 315Nm at 3000rpm. The addition of a second intercooler spray nozzle helped stabilise power and torque characteristics at high engine speeds.
The front bumper openings were enlarged, a larger air dam was fitted that featured brake cooling ducts and transfer cooling slots. Lowering ground clearance reduced airflow under the body to generate extra downforce. The lines of the front air dam were continued along the side and into the rear wheel house. A larger wicker and wing for the rear deck spoiler generated additional downforce.
Lancer Evolution IV – Launched in July 1996 it followed the styling of the recently introduced CE Lancer. The engine underwent extensive modifications with high-speed cam profile and lighter pistons. Turbo lag was reduced by minimising gas flow interference in the exhaust manifold, while the introduction of a twin-scroll turbocharger improved performance by generating more low and mid-range torque. A straighter intake manifold, and a metal head gasket which withstood the higher compression ratio and boost pressures better was also introduced. The introduction of a secondary air induction system improved turbo on-off response, thereby keeping turbine speed from dropping under deceleration.
Power was increased to 206kW at 6500rpm, while torque increased to 360Nm at 3000rpm.
As well as the close-ratio 5-speed transmission, a super-close-ratio box was also offered. The RS model was developed for competition use, and was offered with a torque-adaptive helical gear front LSD – a first on a 4WD model. The rear diff incorporated another world first – Active Yaw Control – and this gave a significant improvement in cornering performance and stability under hard braking.
Lancer Evolution V – Launched in January 1998, Evo V was given a much wider track in order to stay competitive in the world rally scene. This resulted in using aluminium front fenders and macho rear over-fenders. It ran on 17” wheels shod with 225/45R17 tyres.
At the front, aerodynamic and cooling performance was enhanced with a canard-spoiler under the front bumper, and larger grille openings to match the uprated radiator. The outlets in the engine hood were enlarged and reshaped for better heat extraction. While retaining the delta shaped wicker, the rear deck spoiler was optimised for position and used an aluminium wing with adjustable attack angle.
The suspension was optimised for the wider track, with the front gaining a camber adjuster and inverted struts. The wheel stroke was lengthened and the steering box relocated. At the rear improvements were made to all the pivot points, geometry was optimised, weight reduced and stiffness increased substantially. The rear roll centre was also optimised to give more responsive behaviour, and better tyre contact with the road.
Braking was upgraded with the fitting of Brembo 17” ventilated discs at the front with 4-pot calipers, and 16” ventilated discs with 2-pot calipers at the rear.
The use of turbocharger nozzles with larger surface areas increased torque to 373Nm at 3000rpm.
Evolution VI – Launched in January 1999 Evo VI had some fine tuning to its aerodynamics and a dramatic improvement in cooling performance.
Cooling was improved by offsetting the licence plate and using smaller fog lamps to enable the effective area of the bumper openings to be enlarged, while the new ventilator and airflow ducts in the bumper enhanced the performance of the oil cooler. Drag was reduced with the introduction of hemispherical fog lamp covers, while the introduction of a twin-wing rear spoiler made up for the reduction in downforce caused by its smaller size.
The engine generated the same power and torque, but detail modifications improved its reliability and responsiveness. A titanium-alloy turbocharger – another world first – improved throttle response, while the addition of a cooling channel in the pistons improved reliability.
Suspension changes included greater stiffness from the use of forged front knuckles, and a lowering of the roll centre. Both resulted in better tyre/road contact. At the rear, the use of forged aluminium for the lower control arms, trailing arms and toe control arms reduced the unsprung weight of the car. A longer rebound stroke also improved tyre/road contact, while body stiffness was improved with the addition of another 130 spot welds, the use of structural adhesive and the use of thicker gauge metal in some panels.
Evolution VI TME – Launched in 2000, major changes were made to the front bumper, with priority given to aerodynamic performance.
Although the same titanium-alloy twin-scroll turbine was used as in the Evo VI, the compressor wheel size and blade configuration was optimised. Ducts in the front bumper were introduced to cool engine intake air.
A large diameter tail pipe and sports muffler were introduced to reduce exhaust pressure losses and noise, and a new design fuel tank resevoir cup was introduced to stop fuel surge under high-G cornering.
Overall height was lowered 10mm, and the front and rear roll centre height was optimised. Handling response was also enhanced with quicker steering gear ratio, and quicker response shock absorbers.
Evolution VII – Launched in January 2001, Evo VII was a new, larger car that used the same body shape as the CG Lancer. This styling gave superior aerodynamic and engine and brake cooling performance. Torsional stiffness was improved by 50% through additional reinforcements and welding, particularly at the joins.
The mid range torque was boosted to a class topping 383Nm at 3500rpm, while power remained at 206kW at 6500rpm. Improvements to the turbocharger, the use of an uprated intercooler, a redesign of the intake piping, a 20% reduction in intake resistance and the use of a 3-nozzle intercooler spray, the introduction of magnesium rocker covers (replacing aluminium) and the use of hollow camshafts all helped provide performance improvements.
A new Active Centre Differential was developed to bring better handling response and traction, and the integrated control of the ACD and the Active Yaw Control handling enhancement systems brought superior acceleration and handling. Mitsubishi’s Sports ABS system was further developed to incorporate Electronic Brakeforce Distribution to the Brembo brakes, giving improved stability and steering response under braking when turning.
Jun 20, 2004, 07:31 PM
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19. Specifications
Engine
Type 2.0 litre 16-valve DOHC with turbocharger and intercooler
Total displacement 1997 cc
Bore x stroke 85.0 mm x 88.0 mm
Compression ratio 8.8
Max power 195kW @ 6000rpm
Max torque 355Nm @ 3500rpm
Fuel type/octane Unleaded (RON98)
Fuel System
Fuel supply equipment ECI-MULTI
Fuel tank capacity 55 litres
Fuel Economy 10.9 litres/100km
Electrical System
Alternator 12 volt 90 a/h
Starter 12 volt 1.2 kW
Transmission
Clutch Single, dry plate with diaphragm spring
Type 5-speed manual transmission
Gear ratios 1st 2.928
2nd 1.95
3rd 1.407
4th 1.031
5th 0.72
Reverse 3.416
Final drive 4.529
Drive system Full-time 4WD
Steering
Type Power assisted rack and pinion
Suspension
Front MacPherson strut, coil springs with stabiliser bar
Rear Multi-link with stabiliser bar
Brakes
Front 17" ventilated disc brake, 4-pot calipers (Brembo)
Rear 16" ventilated disc brake, 2-pot calipers (Brembo)
Tyres and Wheels
Tyres 235/45R17 93W performance radial ply tyre
Spare tyre T125/70D17 tyre
Wheels 17" x 8.0JJ light alloy wheels
Performance
Max speed 245 km/h
Acceleration (0-100km/h) 6.1 seconds
Acceralation (0-400m) 14.5 seconds
Turning Circle 11.8 metres
Mass
Kerb weight 1470 kgs
Gross vehicle weight 1885 kgs
Trunk capacity 430 litres
Seating capacity 5 people
Dimensions
Overall length 4490 mm
Overall width 1770 mm
Overall height 1450 mm
Wheelbase 2625 mm
Track - Front 1515 mm
- Rear 1515 mm
Ground clearance 140 mm
Cabin length 1880 mm
Cabin width 1425 mm
Cabin height 1185 mm
20. Features
Mechanical
2 Litre 16V DOHC Intercooled Turbocharged
Power - 195kW / Torque - 355Nm
5 Speed Manual
Full Time AWD
17” 4-Pot Front & 16” 2-Pot Rear Brembo Brakes
Super Active Yaw Control (Super AYC)
Active Centre Differential (ACD)
Limited Slip Differential (LSD)
Sport ABS & EBD
Quick Ratio Steering Rack
Front & Rear Stabiliser Bar
Front Strut Tower Brace
Exterior
Carbon Fibre Rear Spoiler
Halogen Headlamps
Aluminium Bonnet with Air Outlet
Clear Tail lamps
Front Bumper with Integrated Airdam
Side Airdams
Front & Rear Blister Fenders
Rear Foglamp
17” x 8” Enkei Alloy Wheels
235/45 R17 Bridgestone RE050 A Potenza High Performance Tyres
Interior
Eclipse F10 1DIN CD Audio System [6 Speakers]
Recaro Seats
Leather Seat Option
Momo Steering Wheel
Leather Gearshift Knob
Airconditioning
Power Windows
Switchable ACD Button
Manual Intercooler Spray Button
Switchable ACD button
Safety & Security
Mitsubishi’s RISE body construction (that has been further stiffened and reinforced)
Mitsubishi’s acclaimed AWD Control System that features ACD, Super AYC and Sports ABS (with EBD)
Large Brembo ventilated discs with 4-pot and 2-pot calipers front and rear respectively
Driver and passenger airbags
Keyless remote central locking system
Engine immobiliser
Side door impact bars
Front 3-point ELR seatbelts with pre-tensioners
Front adjustable seatbelt anchors
Rear 3-point ELR/ALR seatbelts in all three positions
3 Child Restraint Anchorages and Fittings
Tether anchors
Tracking & Alarm System
Engine
Type 2.0 litre 16-valve DOHC with turbocharger and intercooler
Total displacement 1997 cc
Bore x stroke 85.0 mm x 88.0 mm
Compression ratio 8.8
Max power 195kW @ 6000rpm
Max torque 355Nm @ 3500rpm
Fuel type/octane Unleaded (RON98)
Fuel System
Fuel supply equipment ECI-MULTI
Fuel tank capacity 55 litres
Fuel Economy 10.9 litres/100km
Electrical System
Alternator 12 volt 90 a/h
Starter 12 volt 1.2 kW
Transmission
Clutch Single, dry plate with diaphragm spring
Type 5-speed manual transmission
Gear ratios 1st 2.928
2nd 1.95
3rd 1.407
4th 1.031
5th 0.72
Reverse 3.416
Final drive 4.529
Drive system Full-time 4WD
Steering
Type Power assisted rack and pinion
Suspension
Front MacPherson strut, coil springs with stabiliser bar
Rear Multi-link with stabiliser bar
Brakes
Front 17" ventilated disc brake, 4-pot calipers (Brembo)
Rear 16" ventilated disc brake, 2-pot calipers (Brembo)
Tyres and Wheels
Tyres 235/45R17 93W performance radial ply tyre
Spare tyre T125/70D17 tyre
Wheels 17" x 8.0JJ light alloy wheels
Performance
Max speed 245 km/h
Acceleration (0-100km/h) 6.1 seconds
Acceralation (0-400m) 14.5 seconds
Turning Circle 11.8 metres
Mass
Kerb weight 1470 kgs
Gross vehicle weight 1885 kgs
Trunk capacity 430 litres
Seating capacity 5 people
Dimensions
Overall length 4490 mm
Overall width 1770 mm
Overall height 1450 mm
Wheelbase 2625 mm
Track - Front 1515 mm
- Rear 1515 mm
Ground clearance 140 mm
Cabin length 1880 mm
Cabin width 1425 mm
Cabin height 1185 mm
20. Features
Mechanical
2 Litre 16V DOHC Intercooled Turbocharged
Power - 195kW / Torque - 355Nm
5 Speed Manual
Full Time AWD
17” 4-Pot Front & 16” 2-Pot Rear Brembo Brakes
Super Active Yaw Control (Super AYC)
Active Centre Differential (ACD)
Limited Slip Differential (LSD)
Sport ABS & EBD
Quick Ratio Steering Rack
Front & Rear Stabiliser Bar
Front Strut Tower Brace
Exterior
Carbon Fibre Rear Spoiler
Halogen Headlamps
Aluminium Bonnet with Air Outlet
Clear Tail lamps
Front Bumper with Integrated Airdam
Side Airdams
Front & Rear Blister Fenders
Rear Foglamp
17” x 8” Enkei Alloy Wheels
235/45 R17 Bridgestone RE050 A Potenza High Performance Tyres
Interior
Eclipse F10 1DIN CD Audio System [6 Speakers]
Recaro Seats
Leather Seat Option
Momo Steering Wheel
Leather Gearshift Knob
Airconditioning
Power Windows
Switchable ACD Button
Manual Intercooler Spray Button
Switchable ACD button
Safety & Security
Mitsubishi’s RISE body construction (that has been further stiffened and reinforced)
Mitsubishi’s acclaimed AWD Control System that features ACD, Super AYC and Sports ABS (with EBD)
Large Brembo ventilated discs with 4-pot and 2-pot calipers front and rear respectively
Driver and passenger airbags
Keyless remote central locking system
Engine immobiliser
Side door impact bars
Front 3-point ELR seatbelts with pre-tensioners
Front adjustable seatbelt anchors
Rear 3-point ELR/ALR seatbelts in all three positions
3 Child Restraint Anchorages and Fittings
Tether anchors
Tracking & Alarm System
Jun 20, 2004, 07:54 PM
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So much to read it that Australian offical????
And where did you get that from??
What with those crappy Bridgestone tyes????? What happened to The p-zeros
And where did you get that from??
What with those crappy Bridgestone tyes????? What happened to The p-zeros
Last edited by evo8oz; Jun 20, 2004 at 07:58 PM.
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Jun 20, 2004, 08:06 PM
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Yep, Australian official.
Got it from another forum, the guy that posted it is a pro photographer, aswell as in the insurance industry, so gets all the press releases straight from the manufacturers.
Pete
Got it from another forum, the guy that posted it is a pro photographer, aswell as in the insurance industry, so gets all the press releases straight from the manufacturers.
Pete
Jun 20, 2004, 08:22 PM
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http://board.performanceforums.com/f...eadid=67177136
There is the link to the original thread.
Nup, I'm not buying one yet, a collegue from work is selling his EVO 6 and trading up, so I've been keeping my eye on things
There is the link to the original thread.
Nup, I'm not buying one yet, a collegue from work is selling his EVO 6 and trading up, so I've been keeping my eye on things
Jun 20, 2004, 08:52 PM
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WHAT THE HELL ARE WE BUYING!!!!!! Just read over the press release!!
Crappy Tyres
Slow as a slug if the timings are correct!!! i can sleep faster than 6.1!!!!! How can it be slower than the sti and standard wrx if it is lighter and has a better torque band???
No semi-climate control!!!!!
NO POWER UP PACK ATM
No HID
Bottom of the range Eclipse mp3 player!!!!
so much more to list!! But there are good things too!!! But i rather focus on bad!!!
All i can say is this car better be coming with a power up pack!!!!!!!!!
Otherwise im not happy!!!!!!
Crappy Tyres
Slow as a slug if the timings are correct!!! i can sleep faster than 6.1!!!!! How can it be slower than the sti and standard wrx if it is lighter and has a better torque band???
No semi-climate control!!!!!
NO POWER UP PACK ATM
No HID
Bottom of the range Eclipse mp3 player!!!!
so much more to list!! But there are good things too!!! But i rather focus on bad!!!
All i can say is this car better be coming with a power up pack!!!!!!!!! Otherwise im not happy!!!!!!
Last edited by evo8oz; Jun 20, 2004 at 09:30 PM.
Jun 20, 2004, 10:08 PM
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One of the reasons I was happy when my EVO8 contract got ripped from me.....
You see Australia gets the stuff that Japan didn't sell ...... its a ripp-off
We always get D**ED .....
But, like I've said in another thread - How would you like to be sitting in a Full Jap Spec EVO8 MR. ????????
You see Australia gets the stuff that Japan didn't sell ...... its a ripp-off
We always get D**ED .....
But, like I've said in another thread - How would you like to be sitting in a Full Jap Spec EVO8 MR. ????????
Jun 20, 2004, 10:27 PM
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Originally Posted by RIPWRX
But, like I've said in another thread - How would you like to be sitting in a Full Jap Spec EVO8 MR. ????????
DO you guys think that
would agree to a clause of something if the next model is the MR version?? I dont think so!Well it just like BMW M3's over in europe or US you can pick one up for under $90,000 Aussie Dollars!! Now whos getting ripped!!! We all do when we buy a car in australia.
We have absolutlly no choices what so ever. Our performance cars are way way over priced e.g. HSV GTS
$100,000 YEAH RIGHT try maybe $60,000 and that still over priced!!! or we have a choice of government taxed euro cars!!!THE BOTTOM LINE IS WE AUSTRALIANs GET SCREWED WHEN IT COMES TO CARS!!!!! Mainly due to our small population!!!!
The evo no matter is a VERY VERY GOOD BUY!!!!!!!