- The Mitsubishi Lancer Evolution is one
of the most iconic JDM cars
of all time.
Using the classic take race inspired engine
put in small car cargo fast formula,
the Lancer Evolution could compete
with cars much more expensive than itself.
And be very competitive on rally stages
across the globe with weaving motor sports heritage,
incredible driving dynamics
and tons of performance woven into its DNA.
And the fact that they are no longer being produced.
The different generations
of the Mitsubishi Lancer Evolution are starting
to become classics in the automotive world
and for good reason.
But with 10 iterations of Evolution,
which one of these classic rally fighting
machines is the best of all?
And which one is the most worth
your hard-earned Dogecoin investment?
Should you buy the most recent
or should you buy an early U.S. model?
Should you import a 25 year old one
or hold out for one that's not quite eligible yet?
Well, that's exactly what we're gonna talk
about on today's episode
of what generation is best.
Mitsubishi Lancer Evolution.
(hard rocking music)
But before we jump head first into the story
of how Subaru got their little asses beat
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Let's get started.
In 1989 Ralliart entered into the World Rally Championship
with a Mitsubishi Gallant VR-4.
The car won numerous events,
but with increasing competition from brands like,
oh I dunno, say Subaru,
the Galant just wasn't cutting it anymore.
And Ralliart are really wanted to step up its game
by stepping down the size of its chassis.
With a shorter wheel base and less weight,
the econobox Lancer had superior turning characteristics
and improved cornering abilities.
When outfitted with the Galant VR-4's 4G63T drive train
and Ralliart race car bits all around it.
The Lancer Evolution was ready to debut
at the first round of the 1993 WRC, but first
they needed to produce 2,500 production cars
to homologate the new evolution of the Lancer.
The 1992 Lancer Evolution is naturally lightweight
and featured what was essentially a de-tuned version
of the engine that was in the Galant VR-4 rally car
and was making almost 250 horsepower
from its two liter 4G63T engine.
250 horsepower in 1992.
That was a really quick car, especially
in a small package like this.
It sounds awesome right?
Well, Mitsubishi wasn't actually so sure
that they would even sell 2,500 street legal cars
that would be sold as an RS trim.
So they created the GSR model.
Essentially the GSR came with functional amenities
like a radio, some air conditioning and even power steering
in order to appeal to a more broad audience.
And it worked.
Almost too well.
In fact, Mitsubishi ended up selling all of their Evos
within three days of launch
and ended up producing another 2,500 units
to keep up with consumer demand.
The Evo I was a very special car that really perfected
that Japanese big power econobox.
It took down much more expensive cars on the street.
By January of 1994, the Evo II would produce as many
as 5,000 units and although the car didn't seem
to change much aesthetically,
the wheel base got slightly longer,
the track width rose just the hair
and the car sat a little taller as well.
The same 4G63 would get a 10 horsepower bump
and some more serious suspension tuning.
But at the end of the day, Evo II was really just kind
of the same as the Evo I, but a little bit better.
Come 1995, though, the Evolution III would
see even more production.
Pumping out 7,000 units with kind of a little bit
of a facelift going on.
The fascia would get much more aggressive
in the name of more air flow through the coolers
and different pistons would actually bring compression up
to 9.0 to one over the previous eight
and a half to one compression ratio.
Alongside a new turbo
and exhaustion for power was up 266 horsepowers
although torque remained the same.
Even though these changes seemed small
the Evo III would still out accelerate the more powerful
Impreza type RA WRX STI
The Evo III would become encapsulated
in the minds of young enthusiast.
When Initial D would introduce Emperor,
an Evo only drive team led by Kyoichi Sudo,
who whipped around an Evo III like nobody's business.
And then in mid 1996, we would see yet another Evo model
the Lancer Evolution IV.
It was a completely new platform.
The Evo IV would be 20 millimeters longer
even though the wheel base length would stay the same.
It would also get slightly shorter and skinnier as well.
The exterior was also updated to get a little bit
more aggressive yet again, and their race racier RS model
would get the famous gigantic rally fog lights slapped
in the front of that bumper.
The 4G63 still remained,
but the compression did change again
and went kind of right in
between the other two at an 8.8 to one compression ratio.
And it got a twin scroll turbo and larger coolers
with some lighter weight rotating assembly component.
Power is now up to 276 horsepower in the car.
Got a rear differential with active yaw control.
Essentially, what this would do is add torque
to the outside wheel
and reduce torque to the inside wheel
and help pull the car through a corner.
Mitsubishi sold 9,000 units of Evo IV
with as much as 90% of those being the GSR model
interestingly enough.
1998 would be the year you start to see the trend
toward the modern Evo formula.
The car would not receive any more power
although changes to the turbo and the cooling system
and lighter pistons yet again, would make putting that power
to the ground that much more efficient.
New longer lower control arms would be forged aluminum.
The rear spoiler was adjustable
and even the hood would become aluminum
to help reduce weight and also increase heat dissipation.
Most of these weight savings were
to counteract the vehicle getting larger.
The wheelbase did not change
but the body would become larger
and wider with the implementation of a wide rear arch.
In fact, the car became so wide
that it was no longer considered to be compact
by the Japanese government.
Which means the Evo was subject to higher taxes
making it a little harder to afford for a lot of people.
The Evo VI would come to fruition for 1999.
Just receiving a new refresh to the styling,
Mitsubishi really focused on improving
upon the new Evo rather than changing it altogether.
This really came down to increasing the cooler sizes,
using lightweight materials in the engine
and increasing air flow pastures.
Power would remained the same at 276 with that 4G63.
But again, it made that power more efficiently
than previous Evo V.
The chassis got a little bit stiffer
and the fascia changed just a little bit as well.
And then this is where you kind of start
to see all the special editions come around.
You got the Zero Fighter, the Extreme
and the Tony Makinen editions
that would be set to 340 horsepower
and be sold in limited quantities.
The Evo would get a completely new bod
for the 2001 Lancer Evolution VII.
To become a little bit more sophisticated
without getting rid of that instantly recognizable Evo look.
While the new Evo VII did gain some weight,
this was counteracted by increasing the rigidity
of the chassis yet again.
This is also when they went to extremes to save weight in
and on the engine.
Mitsubishi actually decided to replace their lightweight
aluminum rocker cover with a more flammable,
slightly lighter weight, magnesium cover.
They hollowed out the camshafts and the exhaust was modified
to be slightly more streamlined.
All to the tune of increasing the horsepower
by a whole whopping zero.
Although torque was up just a wee bit.
And now you could even option in an automatic transmission.
This is also where you see the introduction
of an active center differential that let you
select modes based on what kind
of activities you were partaking in.
And it would adjust itself accordingly.
For 2003 Mitsubishi would finally bring the Evo
to North America.
And it actually is a pretty funny story.
On lots Mitsubishi played on the fact
that the Evo VIII still had a 44 horsepower gain
on the Japanese STI.
Almost to the point that it became a little bit bully like.
Then to Mitsubishi's surprise about a week later
the new WRX STI would be announced with more power
than the Evo and it was coming stateside as well
but still the Evo would defeat the STI on and off the track.
Automotive journalists would appraise the newly stateside
Evo VIII for its ability to be part commuter, part rally car
and always have the ability to put a smile
on our face with the quote unquote "telepathic steering,
"violent power delivery and breathtaking noises."
And I can't disagree with them there.
Just two years later, for 2005
the Evo would see another facelift
with various changes to mark the Evo IX's born day.
Still powered by a 4G63, the Evo IX's bigger update was
probably where it received variable valve timing
on the intake cam.
And they called this technology MIVEC.
And with the addition of an ever so slightly larger turbo,
power was up to almost 290 horsepower.
Styling wise, the Evo IX really didn't change a whole lot.
In fact, sometimes it's even hard for me
to tell the difference between an eight and nine.
If I call your Evo IX and Evo VIII at the car show,
I am very sorry
but maybe my favorite thing about the Evo IX is
that they made a (beep) station wagon version.
Of course, North America would not see such a thing
but knowing it exists just, it makes my heart happy.
There are not enough cool wagons out there
and it's very sad.
And then in 2007 Mitsubishi apparently hated everyone
and decided to deliver us not the 4G63 engine
and make the Evolution X larger in all aspects.
Simultaneously making it heavier
without adequately improving on the power.
The new 4B11T kept with the same two liter displacement
and now made 291 horsepower
and then 311 torques.
It was still quick though, doing five seconds sprints to 60
but it wasn't really an improvement
over the last generation performance wise.
But it was more friendly to your everyday consumer.
This was also the longest running Evolution
in Mitsubishi's history with the Evo X spanning
from 2007 to its final year of production in 2016.
That's almost 10 years of straight production.
With no major changes.
That means the Evo X was around almost as long
as it took the Evo to run
through the first through the ninth generation.
That's wild.
They kind of pulled that whole 370Z thing.
Like don't fix it if it's not broken
which sounds completely backwards to me in my head.
But hey, people still bought these things all the time.
What do I know?
Anyway, with 10 iterations of Evolution
which Evo is the best Evo?
Some would say that it's the Evo I that started it all
and would easily take the cake.
Its historical significance
and outright raw DNA makes it the best
and the most collectible.
Or maybe it's even the Evo III.
Being featured in Initial D
and being a fan favorite in video games across the board.
Or maybe it's even the Evo X for bringing the Evo
to the masses with the more user friendly configuration.
Well, I don't believe that it's any of those cars
because the Evo VIII is really what changed everything
for the better. (victorious music)
- [Man] Winner. - The Evo VIII is the car
that brought a JDM legend state
side with all kinds of major improvements.
The Evo VIII was peak 4G63.
That peak tuner culture.
It came to fruition to (beep) on Subaru
and take on sports cars in a price bracket
that was downright affordable compared to its competition.
And let's not forget the Evo VIII's feature
in the best fast movie of all time, "2 Fast 2 Furious".
Well, that about wraps it up for this episode
of what generation is best Mitsubishi Lancer
Evolution edition.
We will be making more videos just like this one.
So please leave a comment down below and let us
know what cars you guys wanna see us cover next.
Make sure you guys hit subscribe
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And of course, don't forget to head
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and all of your wheel, tire and suspension needs.
I'm Sean, seanbfi on Instagram.
Thank you so much for watching.
Please, don't hate me.
Peace.