The chart shows the EVO revving to 7.5K. I know that the EVO can be made to rev to that limit, but we are talking about stock EVOs. The lower part of the chart does show the 7K mph.

I went to F-body.org and did some gear/speed crunshing. The 5-speed EVO hits 113 mph max in 4th gear. The 6-speed EVO does on 105 in 4th gear. That 8 mph difference is HUGE on a road course. That means that on a track like ButtonWillow, a somewhat technical track, I MUST shift into 5th gear in the EVO MR. In the EVO RS I can stay in 4th gear. That is very important to me. I do not want extra shifts. Extra shifts slow you down and might cause mis-shifts. That is the last thing that you want on a road course.

On a fast track like WSIR, I MIGHT even need 6th gear in the EVO MR. In the EVO RS I stay in 5th. I would have loved it if the EVO RS had a longer 4th gear even. This way I can stay in 4th gear on the front and back straights of WSIR. Maybe lifting the redline to 7500 rpm as your chart shows will make the RS go around WSIR in 4th gear.

IMHO, any car that has 6 gears needs to have paddle shifts OR a sequential tranny. It is so easy to mis a shift in a 6 speed tranny.

 

This was taken from the Mitsubishi Japan website: A MR news release. It does not detail the 10.5 turbo housing.



Engine

• The well-proven 2-liter in-line 4-cylinder 16-valve DOHC intercooler-turbocharged 4G63 engine has undergone detail improvements. The power unit retains Lancer Evolution's trademark flat torque band that kicks in from low engine speeds but now generates gutsier torque in the mid- to high-rev band.*
• The turbocharger uses a larger turbine nozzle with matching cam profile to deliver higher output at mid- to high engine speeds.*
• The turbocharger waste gate now uses two solenoids. This optimizes boost pressure control to give more stable torque in the low to mid-range and helps the powerplant to generate class-topping torque of 40.8kg-m (400N-m) at 3,500 rpm.*
• Durability is improved through shape optimization and reinforcement of the cooling water channels, uprating from a 3-ply to 5-ply head gasket and the use of magnetic ion-coated piston rings.
• Engine response is improved with the use of lighter silent shafts.
• Cooling performance is improved with the use of a larger oil cooler that features two extra rows.
  (* RS 5M/T excluded)

I guess this applies to all the 05 models, but the RS does not get the larger oil cooler? Maybe in Japan the RS does not get all the features marked *

http://media.mitsubishi-motors.com/p...detail992.html

here is the link.

 

I don't have any issues missing shifts with the six-speed versus the 5-speed. The six definitly is better shifting than the 5-speed. I have had both. I do like the gearing on the six speed very much. The large gap between 4th and 5th makes 5th harder to use in hard driving with the 5 speed.

The MR was not optimized for buttonwillow either.

 

The US MR edition does not have all the improvements that the UK and JDM MRs have. Just like the US VIII does not have all the features of the UK & JDM VIIIs.

 

Right, the cam profile is the same on all three USDM models. I would hope we got the thicker head gasket and improved water jackets.

 

I would think that it has the new balance shafts also. My MR is smoother than any VIII i have been in.

 

When driving on a technical road course and going all out the probability of missing a shift is much much higher than driving on the streets. I do not know if you have raced on a road course, but you are almost driving out of control. 6 speed boxes tend to have closer gates than 5-speed boxes making mis-shifts very common. A lot of people did that with the Celica GTS, for example.

What track is the MR optimized for? Most of my racing is done either at ButtonWillow or at WSIR. On both tracks it seems that I must shift into 5th gear or more with the MR. I know for sure that the RS does not require shifting into 5th at ButtonWillow

 

why would you even compare these 2?

 

05 evo VIII w/ SSL GSR all the way baby!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!
I know almost same price as MR but I LOVE my leather and moonroof!

 

ok lets get this one str8


the 03 came with the viscious limited slip differential up front.
the o4 evo came withe the vicious limited slip differential.
the 04 RS came with the HELICAL limited slip differential.
All 05 come with HELICAL limited slip differential

check ur facts then post

i personally have the 04 RS and IMHO feel that i couldnt be happier. especially with the huge price difference. and the rough ride makes it feel more like a race car wich is the reason for its production all 8 iterations of it. if u want a plush ride get a cadilac or lincoln
as far as brakes the work really well.. and maximum threshold braking it's something like only 8feet different..

RS all the way

and besides do u always want to be checking ur rearview to see if the cops are following u


but wait maybe i am the only person alive that bought this car for what it is.
RACE CARRRRRRRRRRRRRRRVVVVVRRRRROOOOOMMMMMMRRRREEEEEVVV VVVVV

 

yeah. the spoiler does make it hard to see cops behind me.

 

I know my facts. I am talking about the CENTER differential on the 04 EVO RS not the front and not the rear. The CENTER differential is VISCOUS. Viscous diffs tend to go out with preformance driving. The Viscous in the diff is a LIQUID that tends to fall apart after repeated hard use.

So to recap:

The 04 EVO RS came with a VISCOUS CENTER diff
The 05 EVO RS came with a CLUTCH CENTER diff

My question is why would someone pick the 04 RS over the 05 RS even though it is a proven fact that clutch based center diffs are better than Viscous based diffs.

Please read better next time before posting.

 

hey my bad was late, must have been reading my laptop as i drive and must have dozed and missed the word

 

Differentials


03 VIII
Front diff: Open
Center diff: Viscous
Rear diff: 1.5 way mechanical locker


04 VIII
Front diff: Open
Center diff: Viscous
Rear diff: 1.5 way mechanical locker


04 VIII RS
Front diff: Helical
Center diff: Viscous
Rear diff: 1.5 way mechanical locker
No ABS


05 VIII & MR
Front diff: Helical
Center diff: ACD
Rear diff: 1.5 way mechanical locker


05 VIII RS
Front diff: Helical
Center diff: ACD
Rear diff: 1.5 way mechanical locker
No ABS

 

A DIFFERENTIAL DIFFERENCE

The Lancer Evolution RS doesn't compromise performance, whether performance is defined as straight-ahead acceleration or exit speed out of an apex. Higher performance is achieved in part by lowering the vehicle's mass, but the RS is also better equipped to handle lateral motion, thanks to the addition of its front limited slip differential.

This helical limited slip differential (LSD) takes the place of the Lancer Evolution's open front differential, giving the RS mechanical front and rear differentials that split power delivery between their respective left and right wheels, and a center differential that splits the power between front and rear. The front differential's helical design provides it with smooth operation and superior responsiveness. Small in both size and weight, the helical unit does not require special oil or additional maintenance.

Helical-type limited-slip differentials offer several advantages over the clutch-type or viscous LSDs. Viscous limited-slip units tend to wear out after extended use, as their oil is heated and reheated until it degrades, rendering the unit ineffective. Clutch-type differentials provide good off-the-line traction, but the 50/50 stability that's beneficial in a straight line is not so desirable when a vehicle is turning. The helical-type limited slip provides better durability and performance when it's needed most: while turning. Unlike an open differential, which shifts power to the wheel with less grip, the helical LSD constantly shifts the bias toward the wheel that has more traction.

Under straight-line acceleration, power remains evenly split between the front wheels. While cornering (e.g. accelerating out of a turn), the helical LSD directs power away from the inside wheel and toward the outside wheel, allowing the driver to begin accelerating earlier and exit the turn at a higher speed, without losing traction in the process.

Performance is also improved on slippery mud or snow that's often encountered on isolated dirt roads, where the Lancer Evolution series spent much of its development.

Taken from Mitsu website ref: 2004 RS.