New Lancer evolution. Test drive Mitsubishi Lancer Evolution X: hardcore late child. The fun starts here

In 2005, Mitsubishi offered a new generation concept version at the 39th Tokyo Motor Show as the Concept-X.

In 2007, Mitsubishi announced the second Prototype-X concept car at the North American International Auto Show (NAIAS).

Freshly baked Mitsubishi Lancer Evolution X externally has changed dramatically compared to its predecessor Evolution IX. New Lancer Evolution X outwardly became more aggressive. From the fender to the hood, the headlight tapers, which, together with the radiator grille and front bumper, which form the effect of an open mouth, gives the face Mitsubishi Lancer Evolution X aggressiveness and chic.

In the new Mitsubishi Lancer Evolution X a new aluminum 2-liter turbocharged engine was developed and supplied 4B11T. Due to the aluminum cylinder block, it was possible to reduce weight by 12 kg and reduce the amount of harmful emissions.

Power and torque depend on the market to which the new one will be supplied. Mitsubishi Lancer Evolution X, but all versions will have at least 276.2 hp. (JDM version). The UK model will be made according to previous versions M.R. And FQ. UK versions will come with 300bhp. and 360 hp There will be 2 versions for the USA Lancer Evolution X MR from 6 step box transmission (TC-SST) and Lancer Evolution X GSR with a 5-speed gearbox.

Mitsubishi Lancer Evolution X like its predecessors, it has all-wheel drive. Mitsubishi has developed a new, more advanced version of the all-wheel drive system S-AWC(Super All Wheel Control), which combines the level of engine torque distribution and brake control. The system, as before, has three operating modes (Snow, Gravel and Tarmac). New Lancer Evolution X has a more advanced ASC stabilization system.

Body Lancer Evolution X became much stronger. In order to lower the center of gravity, not only the roof was made of aluminum, but also the front fenders and frame with a wing.

Mitsubishi Lancer Evolution X become more comfortable, the interior has become spacious and comfortable. In audio terms, the car can be equipped upon request with a 650-watt amplifier and 9 speakers.

Mitsubishi Lancer Evolution X went on sale on October 1, 2007 in Japan, followed by January 2008 in the US, February in Canada, and March 2008 in the UK.

Final Concept 2015

Already at the very beginning of the new 2015, Mitsubishi is going to release the final copy of the Lancer Evolution X model - Final Concept. The new version is distinguished by a matte black body color (the rear spoiler and roof are made glossy), as well as original applications on the side parts. The wheels of the car are mounted on black aluminum wheels with a diameter of 19 inches from RAYS with Yokohama tires Advan Neova and chrome rims. The conversion is completed with calipers from Brembo.

Under the hood is an improved 2-liter gasoline engine. Thanks to a re-flashed electronic engine control unit, installation of new cooling systems and exhaust, as well as turbines from HKS, the engineers were able to achieve an increase in power to 473 hp. The engine is combined with a 5-speed manual transmission, which provides traction to all 4 wheels.

The premiere of the car will take place at the Motor Show in the Japanese city of Tokyo, and the price of the farewell version will reach $40,000.

Mitsubishi Lancer Evolution X - technical specifications

According to Darwin's theory, evolution is the process by which a living organism constantly develops, from early forms to infinity, adapting to changing conditions of life. In a broader sense of this concept, evolution is the gradual development of something or someone. The rally series of sedans (and even station wagons) adheres to these rules.

From October 1992 to March 2016, Mitsubishi produced ten iterations of the Lancer EVO. As you may have heard, the XI generation Lancer Evolution may never see the light of day.

And all this happened because Mitsubishi decided to manage the fate of the living legend in its own way, exchanging it for the production of crossovers and various kinds hybrid cars. Consequently, the STI will very soon remain the last of the Mohicans, the only one from the past legendary rally team.

Mitsubishi was more than the maker of a single star model. In addition to the Lancer Evolution, Mitsubishi managed to produce a very wide range of general-purpose vehicles, from SUVs to sports cars, from passenger sedans and station wagons, to crossovers: , Starion, Eclipse, Galant VR-4 and 3000GT VR-4, just to name a few models and everything will become clear, before us is a pearl of the automotive industry. It's just that the Lancer EVO is a little more ingrained in people's minds than Mitsubishi's other standouts.

There is another reason why we should remember the Lancer Evolution. It lies in a major "fuel scandal" brewing that could bring the Japanese automaker to the ground!

Less than a week after it was confirmed in foreign media that 10 Mitsubishi models were found to have been tampered with regarding fuel economy, Mitsubishi Motors Corporation has lost more than 40 percent of its market value, or $3.2 billion in cash equivalent. Let's not forget that Mitsubishi is a small automaker by the standards of the global market, and if VW can withstand the blow, then for Mitsubishi (the automotive sector of the conglomerate of companies) such a scandal could be fatal.

Considering the Japanese automaker's poor performance in recent years, its strange policies and this unfortunate scandal, it's scary to say that the countdown may have started for the company.

So without further delay, let's pay tribute and remember all the important milestones in the development of the Mitsubishi EVO rally jewel:

1992 Mitsubishi Lancer Evolution I (CD9A)

Before the Evolution became a rally icon, Mitsubishi established itself with other models, the 500 Super Deluxe of the 1960s, the Lancer 1600 GSR of the 1970s, and the Pajero, which won the Paris-Dakar rally in 1985.

The predecessor of the first generation Evolution was the Galant VR-4, which featured the same 2.0-liter inline-four turbocharged engine and all-wheel drive system, which would later go to work in the Mitsubishi Lancer Evolution I generation "91-"94 years of production.

Believe it or not, the 4G63T motor will be used by all EVOs up until the 10th generation, at which point it will be replaced. It started with 244 hp. and 309 Nm of torque in the Evolution I. The four-cylinder turbo engine will develop to 287 horsepower with incredibly high torque for a gasoline four in the ninth generation Evolution.

1994 Mitsubishi Lancer Evolution II (CE9A)

Production of the second Evolution began in December 1993 and was discontinued two years later, in February 1995. Compared to the CD9A platform of the first EVO, based on the CE9A architecture, the Evolution II improved handling properties and became slightly more powerful.

Some of the chassis adjustments include a longer wheelbase (2510 mm compared to 2500 mm), 10 mm more wide tires, wider track, lighter anti-roll bar and larger spoiler. As for the driving force, engineers increased power to 252 hp, torque remained unchanged.

On the aesthetic front, there are subtle differences between the EVO II and EVO I. Evolution has always stuck to small tweaks, adjustments and metamorphoses. The first and second generations demonstrated this practice for the first time.

1995 Mitsubishi Lancer Evolution III (CE9A)

Based on the same architecture as the EVO II, the third-generation Lancer Evolution represents subtle improvements to a proven formula. In my opinion, the third Evolution is the example that defined how all EVOs should look, such was the design and design.

Pinch me, is this a 1995 car? Take a closer look at the front bumper; such a number of air ducts and air intakes on a production car of those years (of course) is difficult to imagine. Designers worked back-to-back with engineers to maximize air flow to the intercooler, radiator and front brakes. The side sills, rear bumper, moldings and rear spoiler were also designed with a specific purpose: to reduce lift.

Under the hood, the power rose to 270 hp, the torque remained the same - 309 Nm. Some of the most notable changes made to the turbocharged four-cylinder engine include a higher compression ratio than before and a 16G turbocharger (TD05H-16G6) that will be familiar to all EVO enthusiasts.

Oh, and one more thing: the rally Lancer Evolution III went on to win the World Rally Championship in 1996 thanks to Tommi Mäkinen, a Finnish rally driver who would go on to win three more top titles with the Lancer EVO IV ("97), Lancer EVO V ("98 ) and Lancer EVO VI ("99).

1996 Mitsubishi Lancer Evolution IV (CN9A)

I'll be honest with you and admit that EVO number IV is exactly the Lancer Evolution I would park. Everything about it was perfect, the numerous air intakes, the large fog lights, the aggressive look of the hood, a fairy tale, not a car!

In addition to a heavier and more rigid platform, the EVO IV boasted twin-scroll turbocharging technology, more power from the 4G63T engine (276 hp) and an active rear differential as part of Active Yaw Control ( active system torque control).

Simple by modern standards, Active Yaw Control (AYC) used sensors and an electronic brain that worked together to redistribute available torque depending on which of the four wheels needed it most. Business.

1998 Mitsubishi Lancer Evolution V (CP9A)

The successor to the fourth series became an even more important milestone in the development of Evolution for fans, so much so that the external design was tailored for rallying. Indeed, handsome! Look at those wheel arches that hide the wider front and rear wheels! What was even cooler was that the rear wing on the EVO V was adjustable. This fact certainly made an impression on the girls on the first date... or not. Who cares, this is the fifth generation of the legendary Evolution, its zenith!

The interior of the Lancer Evolution V featured Recaro seats. After first impressions, you'll notice small, thoughtful improvements such as a 0.3mm larger master cylinder bore, a more powerful engine with larger injectors (560cc instead of 510cc) and more boost pressure for the turbos.

Compared to the EVO IV's 330 Nm of torque at 4,000 rpm, the fifth Lancer Evolution upped the ante to 373 Nm. The maximum value of which came already at 3,000 rpm. Acceleration matched torque.

1999 Mitsubishi Lancer Evolution VI (CP9A)

Ah, the sixth Lancer Evolution Tommi Makinen Edition. Oh, how I miss the 1990s, the golden age of the automobile. But dreaminess aside, the EVO VI wasn't really all that different from its predecessor, other than the improved cooling and durability of the 4G63T motor.

To achieve this, Mitsubishi engineers equipped the EVO VI with a larger oil cooler and intercooler, installed new pistons on the engine and made many more engine modifications large and small, the list of improvements goes on and on.

For those who wanted to go faster than an RS, but with the comfort of a GSR, the Lancer Evolution VI was offered as an RS2 version. Besides the added wealth, the RS2 was the first EVO model to be equipped with ABS brakes, a safety feature that has become standard in Europe since 2004.

2001 Mitsubishi Lancer Evolution VII (CT9A)

Since it was founded by the Lancer Cedia, the VII generation EVO has grown up compared to its predecessors. When equipped with all the bells and whistles available on the options list, the EVO VII could comfortably exceed the 1,400 kilogram mark.

Despite the weight gain, the EVO VII addressed this shortcoming with a slight improvement to the chassis. Most important are the active center wheel, improved limited slip rear differential and limited slip front differential. The power has also increased.

Together, the Active Center Differential and Active Yaw Control improve the EVO VII's cornering performance. In addition to sharp steering, the Lancer Evolution VII's ability to corner with controlled skidding was important. rear axle with minimal effort on the part of the driver.

2003 Mitsubishi Lancer Evolution VIII (CT9A)

For the eighth series of the rally franchise, Mitsubishi has improved handling with its Super Active Yaw Control system. Another new feature that came to the Evolution was the use of the latest 6-speed manual transmission. As before, Lancer Evolution could not be called fluff.

2005 Mitsubishi Lancer Evolution IX (CT9A/CT9W)

A slightly updated EVO VIII? A few more not total, but important improvements in the rally Mitsubishi? Yes and no. Yes, because indeed Mitsubishi was true to its tradition of gradually improving its rally fighter. No, because it was in the IX generation that we saw the EVO in a station wagon version. For the first time!

The Japanese automaker built 2,500 of these cars and sold them all in Japan. As you can see in the photo, the EVO IX station wagon uses back Lancer Sportback, grafted onto a sedan. Unification and interchangeability in action.

Even though Active Yaw Control (AYC) was not included on the wagon, and the utilitarian car with rally roots weighed significantly more than the regular EVO IX, the Mitsubishi Lancer Evolution IX wagon could carry a kayak on the roof and compete with supercars at the same time .

Best family car of all time? Unlikely, but it is a fact that it is one of the most attractive family cars ever created!

2007 Mitsubishi Lancer Evolution X (CZ4A)

Where to start talking about the tenth iteration of the Lancer Evolution? To begin with, let's say that this model wants to look like a real EVO, but doesn't look like one. Further we will add, this is the first Evolution to replace the 4G63T with an all-aluminum GEMA 4B11T with four pots.

Another little thing that makes the Evolution X a little boring compared to the rest of the family is the fact that it weighs a whopping 1,600 kg. To put it colloquially, the Mitsubishi Lancer Evolution has grown fat, turning into a pig that will soon be led to slaughter. Compared to the lean 1,170 kg EVO RS of the first generation, this is indeed a fact.

The story of an entire generation of our favorites from childhood and youth ends on such a low note. Evolution is not the same anymore... It's a pity.

Whatever happens in the future with , one thing is certain: EVO will live on in our hearts forever.

Price: from 2,499,000 rub.

If the conversation turns to a fast, controllable, all-wheel drive turbocharged car, then the Mitsubishi Lancer Evolution X immediately comes to mind. Created exclusively for racing, it has become the calling card of the Japanese automaker. This car can often be seen at various competitions, from circuit racing and drag racing to rallies and.

In 2014, a series of statements by Mitsubishi representatives appeared that the car would be the last, but it soon became known that the XI would be given the green light and it would receive a diesel-electric power plant.

At the beginning of 2015, a series of farewell versions of the 10th generation cars were released, the most powerful of which produces an incredible 480 hp.

Design

Visually, the model is practically no different from its younger brother. There are of course a few differences, but they are barely noticeable. The front end has a sculpted hood that tapers into a huge grille. The hood climbs a little over the headlights making the appearance more aggressive. The bumper also has small round fog lights.

From the side, the sedan stands out with clear lines at the top and bottom, and the decorative gills in front of the door also look chic. Otherwise, everything is simple here. When you look from the rear, the huge spoiler immediately catches your eye. The optics also look beautiful, emphasized by the stamping on the trunk lid. The massive bumper received a huge diffuser and 2 exhaust pipes.

Dimensions of the Mitsubishi Lancer Evolution 10 sedan:

• length – 4505 mm;
• width – 1810 mm;
• height – 1480 mm;
• wheelbase – 2650 mm;
• ground clearance - 140 mm.

Specifications

The model is equipped with only one 2-liter engine, simple in design. The engine is 4-cylinder and turbocharged, its power is 295 horsepower. As a result, it accelerates the car to the first hundred in 6.3 seconds, and the top speed is 242 km/h. All torque equal to 366 H*m is transmitted to all wheels.

The unit consumes 14 liters of 98 gasoline in the city at quiet ride and 10 on the highway. It works in tandem with a 6-speed robotic gearbox; a 5-speed manual was also previously available, which showed higher performance in dynamics and consumed less fuel.

There are also several improved versions of the Mitsubishi Lancer Evolution X:

1. The FQ-330 SST is a version released in 2009 that received improvements to the engine. He received 329 horsepower and accelerated the car to hundreds in 4.4 seconds.
2. The GSR Premium Edition is a model that only received changes in design and interior trim, technical part was not touched. It came out in 2008.
3. The FQ400 is the same as the first model, but with 400 horsepower. Some appearance changes have also been added.
4. Final Concept is the latest modification that was released with changes in appearance. 19's wheels were installed and it was painted only black. The standard engine was improved to 480 horsepower by installing a different exhaust system, turbine and improved settings.

Salon

The interior is based on the design of the base model, but always features characteristic features like the Momo sports steering wheel and seats with developed lateral support. In the first models, little attention was paid to the interior of the car, because... the main ones were dynamic characteristics.

Since early models have been discontinued, the interior is worth considering. The salon traditionally copies the style of the base model. However, the incredibly comfortable Recaro seats securely accommodate the driver and front passenger. Main disadvantage– lack of seat height adjustment, as well as the depth of the steering column. Despite this, it won’t take long for an average height driver to find a comfortable seating position.

Centered dashboard Mitsubishi Lancer Evolution 10 has a large display that displays a lot of different information, be it the operating modes of the all-wheel drive system or displaying the distribution along the axes in real time.

The steering wheel is wide and pleasant to the touch, but the size of the spokes does not give it a sporty feel. Visibility is not bad, but compared to its predecessor it is noticeably worse, as if the lightness inherent in the IX is missing.

The main thing is that new car became more suitable for everyday driving. It now has a multimedia audio system with a subwoofer, heated Mitsubishi Lancer Evolution X seats in the front, 9 airbags and built-in Bluetooth.

There is a little more space in the back, but like a regular Lancer, not much. The trunk is quite small, since due to improved weight distribution the battery and windshield washer reservoir were moved into it. In addition, instead of rolling, there is a full-size 18-inch spare wheel in the niche.

Chassis

A modern sedan only requires the driver to choose a trajectory, and he does the rest himself. Smart electronics monitor each wheel in real time and, based on the data received, the active differential can load a certain wheel, or the stabilization system can slow down another to achieve the most accurate and safe cornering.

The suspension no longer seems as stiff as its predecessor. This slightly reduces the feeling of extreme sports that fans of the model fell in love with in 7-9 generations. However, we can say for sure that new model most suitable for normal everyday use.

Price

The model is sold in only one configuration for 2,499,000 rubles, no additional options are offered, so you have to be content with what you have. Namely:

• leather interior;
• heated seats;
• audio system;
• climate control;
• light and rain sensor;
• xenon optics with adaptive lighting system.

This car is a legend. The model is the owner of several world rally champion titles, thanks to which it can provide its owner with all the full sensations of a real racing car. Having gone through a long path of evolution, engineers managed to leave the best genes in the DNA of this car, but the main thing remained unchanged - a powerful two-liter turbo engine, four-wheel drive, a sports interior and, as a result, fantastic speed and handling. It’s not surprising, because with each model, specialists had to make every effort to be at least one step ahead of the competition. And they succeeded regularly. One can only guess whether this tradition will continue in the new model, but we can say for sure that the car will always be at its best, because this principle is inherent in its name - Mitsubishi Lancer Evolution X!

Video

Hard, noisy, cramped. Ergonomics is not even a greeting from the 90s, but rather a torture chamber for those who ate an extra pie with jam at lunch at school. With a consumption of about 20 liters per 100 kilometers, a tank with a volume of only 55 liters is a complete mockery. And the Japanese tried to present this to the world as a supercar for every day...

It just so happens that Lancer Evolution X survives last days on the conveyor. Mitsubishi's sports program, echoing the production range, switched to crossovers. Lancer as such is no longer a volume maker. And its derivative, even if such a cult model, must go.

But I will miss you. You miss the impenetrable suspension, the heavy pedals, the tight and slippery steering wheel, the huge shelf of the rear wing...

And by the approving and envious glances of understanding people in the traffic. A random person won't buy an Evo. You have to come to terms with this machine, work together, get along... Eat a ton of salt. Or produce this salt in the form of sweat, turning the steering wheel on the track.

This particular white Evik came to me completely by accident. Katya Kolesnikova from Mitsubishi accidentally let slip that such a device recently appeared in their press park again. Do I want to ride it goodbye? Well... If you find time among other tests, you can try... To hell with everything! Of course I want to! And stop asking stupid questions!

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I have already driven both the seventh and ninth generations of Evolution. And that was an experience with a capital “X”. I mean, hardcore. Real, analog combat vehicles, which are cramped in the city traffic, like a tiger in the enclosure of the Zapashny circus. But the main thing is that they had manual transmission transmission The lever clicked the steps like a rifle bolt, the clutch pedal was tight, like a foot pump - and in the city, after half an hour of pushing through traffic jams, my left leg ached, like after a marathon on the stairs of the Ostankino TV tower. But as soon as we broke into operational space, the song began. The Evo revealed its soul only after 4,000 rpm, and for that pickup I was ready to forgive it for all its uncivilization.

The tenth Evo is different. The Japanese followed the lead of progress and marketers and stuck a robotic dual-clutch gearbox into the chassis.

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For some reason they changed the engine, promising an increase in power by 15 hp. - up to 295. But the torque characteristics of the new unit are much smoother, that pickup on the verge of a heart attack is no longer there, but the turbo lag remains: up to 3,000 rpm this Evik dozes, reluctantly turning the transmission gears. But a turbo is a turbo: there is 366 Nm of torque. This is no joke.

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Every day for two weeks, while I was walking from my house to my car, I was tormented by attacks of split personality. Zhenya the fat man began to grumble that again these hard buckets would plunge their side supports directly into the thighs, his head would rest against the ceiling, and on the audio system it would be possible to listen only to talk radio. The quality of acoustics will plunge any self-respecting music lover into a prolonged depression with binge drinking. So what if there is a subwoofer? He's here for show: his work makes all the plastic in the cabin crunch.

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But as soon as you started the engine with the traditional key and drove out of the parking lot, the fat man was reborn into an adrenaline maniac, who obviously had a gasoline enema as a child. The accelerator is responsive, the six-speed SST “robot” transmits traction to all wheels with almost no loss of speed, and the hips, which just a minute ago were aching with all the bruises they had been sitting on, feel literally every centimeter how smoothly this mechanism works.

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The whole point of the Evo is the feel of the car. This is no longer a standard Japanese “soap box” that can only go to the grocery store. It's fucking sports equipment, and if you learn a few flying techniques, it will reward the driver in a way that only he can.

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The tenth Evolution is equipped with an AWC system with variable thrust vectoring. In simple words it can be described this way: the Japanese have walled up magic in a four-door body that expands and sometimes cancels the usual laws of physics. The essence of the system is this: when turning, more traction is transferred to the outer, more loaded wheel. The inner wheel, in turn, plays along with the brakes. That is, the faster you go, the more actively you press on the gas, the better the Evo makes turns. And so on - right up to the limit of road grip, which, by the way, is far away, but achievable.

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At first, it’s difficult to overcome your reflexes: when entering a turn, you just want to either let off the gas or stop the car with a clear braking impulse. But this should not be done under any circumstances! Slippers to the floor, steering wheel alert - and the songs and dances begin. Even faster! Weak? Coward! Don't let off the gas! Don't quit, the Russians told you in plain English! And so turn after turn, kilometer after kilometer, until the tank is empty or until the vestibular apparatus fails - it remains to be seen what might happen first.

A textbook counter-bias - and the Evo willingly sticks out its side. At the same time, everything is predictable, there are no pitfalls: the steering wheel is outward, we dose the traction - and calmly draw black stripes on the asphalt, erasing the tires. Just like that, without warming up, without “estimating” approaches, the first time. This is not even delight anymore. These are already much more vivid experiences, if you understand what I mean...

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I confess: in two weeks I still haven’t left the region on the familiar gravel path. You could say he committed a crime of office: he didn’t pass the rally allowance for the Evo. But it burned about 6 thousand - during the test, consumption rarely dropped below 17 liters per 100 km, and during “figure skating” it even reached 30 liters.

Is it worth paying 2.5 million rubles for this farm? If you need a real “warm lamp” sports car that is forever stuck in the early 2000s, you might want to think about it. But personally, I would prefer to look for a Lancer Evo IX on the secondary market - in the previous body, with “mechanics”, and would spend the difference in price on restoration and boost. Well, a fuel card with a good deposit wouldn’t hurt either...

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The time for honest gasoline sports cars is running out. The most powerful cars now are hybrid, or even 100% electric. And they are all too digital, too watered down, too safe and understandable. The era of all-wheel drive hardcore has come to an end. Goodbye petrol madness! We had a good time together.

You must purchase Evo X if:

• you like to drive not fast, but fun;
• do you have a subscription to gym, and you use it;
• you don’t have a gym membership, but you’re used to burning calories while driving;
• you have an unhealthy passion for everything Japanese.

Evo X is contraindicated for you if:

• you already have Evo from V to IX generations;
• you like to walk into the kitchen at night to the white iron box;
• you are used to driving strictly according to the markings;
• The quality of acoustics in your car is important to you.

Story

The Mitsubishi Lancer Evolution is one of those cars that should have been invented if it didn't exist. Otherwise, who would be a worthy competitor to Subaru with its WRX STi? The confrontation, which arose in the early nineties, gave us not just ten generations of this famous car - it gave us a legend.

And this young legend appeared in 1992, and all the fundamental features of the future “breed” were already apparent then. The purpose determined the content: having been created to participate in the World Rally Championship, Lancer Evolution collected all the best that could be useful to it in this fight. The place under the hood was occupied by a two-liter 4G63T engine with turbocharging and two camshafts in the cylinder head, and it occupied it thoroughly, becoming the only engine for most generations of the model for many years to come. In the first generation, it boasted an output power of 244 hp. and a torque of more than 300 Nm, which made it possible to provide maximum speed almost 230 km/h.

Torque was distributed through a five-speed manual transmission to all four wheels: the new sports car received an all-wheel drive system from Mitsubishi Galant VR-4, and a mechanical limited slip differential worked on the rear axle. The first generation of the model was also the last on which the use of a viscous differential was tested: subsequently, all Lancer Evos had exclusively mechanical LSDs.

In the “civilian” version, the car had two trim levels: RS and GSR, the first of which was more “sporty” due to weight reduction due to the abandonment of “excesses” in the form of interior electric drives, a rear windshield wiper and ABS. The second - GSR - had more extensive equipment and, by the way, it was on it that the use of a viscous rear differential was tested.

Of course, the sporting purpose of the car required not only increased engine power, but also appropriate body rigidity. This was achieved by strengthening welds and using stronger materials where necessary. The Evo's aerodynamics were improved with a specially shaped front bumper and rear spoiler, while the aluminum hood featured air intake slits.

Since the “testing ground” for running in a new car was infinitely good - it was the world rally tracks, then its update did not take long to arrive. Already at the end of 1993 - beginning of 1994 there appeared second generation an uncompromising sports sedan. It received a slight increase in everything: about 10 additional horsepower, improved handling and aerodynamics, slightly higher body rigidity - that’s essentially all that they decided to add to the Lancer Evolution II. What does this mean? Yes, just that the original car was very, very good, which was confirmed by its success among buyers.

A little over a year later it saw the light third generation Evo. Being built on an unchanged platform, the car received improvements in the same vein as the second generation: power, aerodynamics and handling. This time the engine output increased more significantly: the turbine increased from 60 to 68 mm and the increased compression ratio raised the power figure immediately to 270 hp, while the maximum torque remained equal to 309 Nm. But the aerodynamic body kit has been redesigned: both the front and rear bumpers, the door sills, and the rear spoiler have been redesigned to increase downforce. At the same time, the distribution of oncoming air flows was organized in such a way as to improve cooling of the radiator, intercooler and brakes.

Having two limited-slip differentials - front and rear, the new Lancer received their company for the first time electronic system, which controls torque distribution. It reads the driving parameters and automatically distributes traction to the wheel of the rear axle that has the best grip on the surface, that is, it promotes faster cornering even with lateral displacement and slipping, in contrast to the stabilization system, which, on the contrary, “pulls” the car . To drive faster, even when it would be worth driving slower - this is the approach to car design professed by the Japanese, and it could not but arouse respect and frenzied popularity among buyers. The cars produced according to the plan were sold out, and another batch had to be produced to meet demand.

Fifth generation Lancer Evolution, which appeared in early 1998 and remained in production for exactly a year, became different on the outside, receiving more rectangular headlights, but retaining the signature foglights. The air intakes on the hood took the form of a split shield, the rear spoiler became adjustable, and the track widened slightly along with the installation of larger wheels and higher performance brake mechanisms from Brembo. But inside it was a car well known to fans, still having a 4G63T engine under the hood, which, however, was again slightly modified, simultaneously improving the turbine and removing 373 Nm of torque from the engine with almost unchanged power characteristics.

Evo VI can be easily distinguished from its predecessor by one important detail: It no longer has huge fog lights in the front bumper. They have significantly decreased in size and “moved apart” to the edges of the bumper. And this was done as part of a global program to improve cooling, which also included an increase in the intercooler and oil cooler and a concomitant change in the body kit to optimize the direction of oncoming air flows.

In addition to the changed appearance, sixth generation The sports car was marked by another important event: the release of a special version of the Tommi Mäkinen Edition, which featured a different bumper, Recaro seats with Mäkinen’s name on them, white 17-inch Enkei wheels and other external and technical modifications.

In 2001, the FIA ​​forced Mitsubishi to compete in the WRC category instead of Group A. On the one hand, this increased the amount of work on preparing “combat” cars, on the other hand, it freed up its hands, eliminating the need to homologate the car in accordance with the requirements of Group A. From that moment on, racing Evo “diverged” from civilians a little more than before, which, however, did not at all mean that the latter were inferior. By the way, this can be indirectly judged even by the fact that the rally Evo WRC continued to use the same 4G63T engines as their counterparts for public roads.

The result of all these innovations was that the basis seventh generation The car was based on a larger modification of the Lancer – Cedia. But this did not mean at all that with the increase in size and weight the car lost its sportiness - the “fullness” was compensated by progressive filling in the form powerful engine(torque has been increased to 385 Nm), an active center differential and an improved Active Yaw Control system. In addition, the body has been modified in terms of rigidity and aerodynamics.

Among other things, a five-speed hydromechanical “automatic” became an unusual innovation. On the one hand, this was a “departure from tradition”; on the other, it was offering more choice to the consumer audience. One way or another, it is worth noting that such a transmission did not take root very well on the Evolution: the eighth generation of the model did not have such a version, and the ninth was equipped with an automatic transmission in combination with an engine from the seventh generation, since the box could not withstand more power.

Having mentioned eighth Lancer Evolution, let's move on to it, especially since there have been quite a few changes here, but not many of them are categorically important, since in general the platform has remained the same. The appearance of the car has changed - it can be recognized by the triangular “partition” with three diamonds that divides the slot of the false radiator grille, and the front bumper with massive air intakes. In this generation of the model, work was done to reduce weight: the roof and hood were made of aluminum, and the massive rear spoiler that adorned most cars was made of carbon fiber. In addition, this contributed not only to improved dynamics due to lower mass, but also to a lower center of gravity.

The Evo VIII became the first of a line of Japanese performance sedans to be officially sold in the United States. True, the cars delivered to the States were rather “stripped down” compared to the Japanese versions, especially in the early years: they were deprived of such important “features” as AYC (Active Yaw Control), limited slip front differential, active center differential and even a six-speed manual transmission. Gradually, some of these options became available for order, but they never caught up with the Evos that were produced for Japan. The production of the eighth generation Lancer lasted from the beginning of 2003 until the spring of 2005, when it was replaced by the next one - ninth version of the tenth.

Lancer Evolution X debuted in 2007 and became one of the first representatives of the new "Jet Fighter" corporate identity. Sharp lines, an aggressive grin of the front bumper, a massive rear spoiler and new technical “stuffing”.

Under the hood is not the now legendary 4G63T, but an engine designated 4B11T, created by the alliance of Chrysler, Mitsubishi Motors and Hyundai Motor Company. Although it has retained its two-liter volume, in-line four-cylinder layout and power slightly below 300 horsepower (although in different versions it can have over 350 hp), it has aluminum block cylinders and the MIVEC system. It can be paired with both a five-speed manual transmission and a new SST automatic transmission with two clutches, while in the second case, gear shifting can be done using steering wheel paddles. Of course, all-wheel drive and an active center differential remain among the car's signature features.

The further fate of the model is already known to everyone. Due to the fact that Mitsubishi is concentrating its efforts on the production of crossovers and pickups, the production of the regular Lancer, on which the Evo X is based, will be discontinued, which means the end of the era of the classic Evo. Fans of the model, wiping away tears, place orders for the latest copies. The curtain falls. The light goes out.

Alexey Kokorin

Mitsubishi Motors, the giants of the Japanese automotive industry, presented the anniversary version of their flagship – Lancer Evolution X.

The Lancer Evo series is sports version Lancer, whose production began in 1973.

ATTENTION! A completely simple way to reduce fuel consumption has been found! Don't believe me? An auto mechanic with 15 years of experience also didn’t believe it until he tried it. And now he saves 35,000 rubles a year on gasoline!

Lancer in English means spearman, but it is also an ambiguous French verb whose meaning is close to English verb to rush. One possible translation of lancer is to give impetus.

Likewise, the Lancer Evo 10 is fraught with enormous momentum and seems ready to take off at full speed at any second. This is exactly the case when the external impression completely coincides with the content.

Home distinctive feature sports car from usual – speed. In this case, speed and Lancer Evo 10 are synonymous. The average acceleration speed to 100 km/h is 5.4 seconds, and in some models only 3.6 seconds.

What is good about the tenth Lancer Evolution besides speed?

Yes to everyone! And our review will tell you about this. First of all, it is good for its revolutionary engine new design– 4B11T 2.0l (1997cc). The Inline 4 is made of aluminum and, what’s especially nice, is turbocharged. Is the engine powerful? Very. Its minimum capabilities are 206 kW and 276 liters, respectively. The increase in power depends on the selected model, which differs by country of distribution.

Mitsubishi makes cars all over the world, but each region is slightly different. Lancer Evo 10 is released for Japan, Philippines, Malaysia, Australia, New Zealand, America and Europe (there is a UK version of Lancer Evo X). Since imports from the USA and Europe are most convenient in our latitudes, we will dwell in more detail on the models for these countries.

Europe VS America

Of the American models, the most notable is the MR. Engine performance: 217 kW (291 hp) at 6500 rpm and 407 Nm at 4400 rpm. By the way, all American models have the same characteristics. This model has suede and leather chairs. An audio control system is mounted on the steering wheel, and the interface can be controlled by voice using Bluetooth Hands-Free. There are also high-intensity Xeon headlights, and the suspension features Einbach springs and Bilstein struts. The transmission is a six-speed TC-SST.

In European models, the main difference from American ones is the engine, which has the following characteristics: 295 hp. With. (217 kW) at 6500 rpm and 366 N·m (270 lb·ft) at 3500 rpm. Only two models were released for Europe: GSR and MR TC-SST. The first model has a five-speed gearbox. The second model is equipped with Mitsubishi's multi-user communication system.

What about the regular Lancer 10?

The most powerful gasoline engine of the tenth Lancer has the following performance: 2.0 l 4B11T P4 turbo 295-359 hp, while the diesel engine is 1.8 l 4N13 P4 turbo 150 hp. Is it worth listing the other differences? Perhaps, let's focus on one more thing - the civilian version of the Lancer X does not have all-wheel drive suspension, which is also known as the S-AWC system.

Everything is under control

The S-AWC system is an abbreviation that stands for Super-All Wheels Control - all-wheel super control, in Russian. This means that the smart system is able to control all four wheels at the same time and send different torques at any time during the ride. This is especially important when driving in bad weather or on bad roads. That is why this model is especially relevant for our latitudes.

From inside and out

You have already gotten some idea of ​​the Lancer's interior - voice interface, audio controls on the steering wheel, and so on. The steering wheel, by the way, has a leather braid. Leather interior is standard for the Lancer Evolution 10. In addition to leather, there are also options with fabric upholstery of sports seats, for example, suede.

Let's imagine the dimensions of the Lancer Evolution X, and to make it sound even more impressive, let's give the numbers in millimeters. So, the length is more than four meters - 4505mm. Width and height are 1810 mm and 1480 mm, respectively. Ground clearance (the distance from the ground to the lowest point in the central part of the car) is only 140 millimeters.

The rear and front wheels have identical diameters – 1545 mm. The main body material is aluminum. The Lancer weighs like a very large newborn elephant calf or two not very large ones (for reference, elephants at birth weigh 80-140 kg) - from 1420 to 1635 kg, although it looks more aggressive than baby elephants. It also has wings with an air intake.

How much is this baby elephant worth?

If you buy a new car, you will have to pay sixty thousand dollars for it.

The price on the secondary market is much more pleasant - 20-40 thousand dollars, but you can even find options for only 15 thousand.

I have a regular Lancer, how can I make it evolve?

For some time, there was an opinion among craftsmen that a civilian Lancer could not be modified to an evolutionary one. Until a man with golden hands was found who decided to test this statement in practice. Checked and refuted. We contacted the master to find out all the details and here is the list he provided us with:

• Evolution X 4B11T engine assembled with manifolds -100 thousand rubles.
• Turbine TD05 Evolution X - 20 thousand rubles.
• Motor wiring Evolution X - 5 thousand rubles.
• ECU of the Evolution X engine (don’t forget to write the VIN there) - 10 thousand rubles.
• Thermostat and its housing Evolution X - 2 thousand rubles.
• Reinforced clutch ACT (disc and basket) Lancer X - 22 thousand rubles.
• Intercooler Evolution X - 10 thousand rubles.
• Front bumper amplifier Evolution X - 6 thousand.
• Piping set Evolution X - 10 thousand rubles.
• Oil cooler and its hoses Evolution X - 10 thousand rubles.
• Fuel pump assembly Evolution X - 5 thousand rubles.
• Copper tube for the return fuel line - 800 rubles.
• Good motor oil (I chose MOTUL 300V 5W30) - 6 thousand rubles.
• Power steering fluid - 400 rub.
• Antifreeze - 1500 rub.
• Oil filter - 250 rub.
• Oil in manual transmission - 900 rubles.
• Oil in transfer case- 450 rub.
• Sailing hood (MBL84020) – 20 thousand rubles.

This is the required minimum, without which you should not even begin installing the Evolution X engine.

But in my case there were also costs for:

• Evolution X cylinder head - 20 thousand rubles.
• Exhaust valves FERREA - 7600 rub.
• Restoration of the cylinder head - 7 thousand rubles.
• Cylinder head gasket - 1700 rub.
• A bunch of spacers, fasteners and brackets - priceless
• Evolution X headlight washer reservoir - RUB 1,800.
• Good quality sealant - 700 rubles.
• Evolution X cylinder head bolts - RUB 3,000.
• Spark plugs - 2500 rub.
• Lower intercooler mount – 1800 RUR.
• Pipes and brackets - 7500 rub.

All of the above can be ordered online and you can proceed directly to modification.

Swap from Evo 10 to Lancer 10 is also possible, but why?

Need more evolution or how to swap Lancer

Of course, in the Lancer Evo it is possible to replace individual components (engine, body kit, camshafts, etc.) with improved ones and get a super-machine. Which components to change and which to leave as is depends only on your desires, needs and imagination. The most important thing is to find a workshop with qualified and experienced mechanics, otherwise your car may not work after an inept upgrade.

Still don't believe in the theory of evolution? Run to the nearest salon for a test drive and you will want to spend the rest of your life in this car (a long one, since Mitsubishi also took care of safety).