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Evolution Generations: THE GATHERING

      The progression of a species from a simple existence to a more complex one. It is an organism’s journey to improvement, entailing changes and modifications to behavior and ability.

      Quite apt then that what we bring you this month is a tribute of sorts to an automobile that has exhibited evolution in its very essence. Presenting the Mitsubishi Lancer Evolution family tree! The Evo, as it is so affectionately known the world over, is not just a souped-up family sedan. It’s not just the top of the line sporty variant from the three-diamond star. The Lan Evo is a hallmark, a symbol of what turbocharging and all-wheel drive can do in the field of motorsports. The Lan Evo, given its rich heritage in the WRC and the legions of fans it has amassed through the years, is simply legendary.

      With Mitsubishi’s release of the latest Evo X equipped with the dual-clutch transmission, the future of this species is guaranteed to be stronger here in the local market. We here at C! have a knack for assembling Evos. We did before in our 2nd issue back in 2002. We also did it again for Evo Philippines in 2006. With the newest addition now thrown into the fray, we have managed to pull-off our most comprehensive Lan-Evo feature ever. Thanks to Mitsubishi Motors Philippines Corporation and to the private owners who lent us their awesome rides, we were able to not just gather Evolutions I-X, but also its forbears. We pay tribute to the cars that paved the road for the Evolution series to be born, specifically the Lancer GSR turbo of the 80’s and the Galant VR-4 of the 90’s. Most of the cars have been modified from mild to wild, with the Evo being an aftermarket favorite.

      So sit back, relax, and let us take you on a trip down memory lane… gravel, sand, and tarmac included.

Evo Prime Lancer EX Turbo Intercooler

Nothing can take you back to the eighties faster than a ride in the iconic Mitsubishi “Box-Type” Lancer.

Not just any ordinary Lancer for that matter as I’m referring to the GSR and GT versions of one of Mitsubishi’s longest running sedan. Those in the know will easily spot an authentic one from the hordes of look-alikes by looking closely at its front bumper, rear spoiler and the unmistakable turbo intercooler badges plastered around its body. The most notable being the turbo intercooler sticker on the front bumper that’s installed the other way around to let the driver know up front that you’re driving a turbo intercooler Lancer… so he better give way. Of course, it has to be powered by a period-correct 4G62T engine.
Turbocharged and intercooled, this particular box type really impressed me a lot as it didn’t show its age. The turbo spooled up very quickly and the engine continued to rev through its wide power band. Driving enthusiastically towards the beautiful winding up hill roads, its overall engine performance was satisfactory as it really lets you know that’s there’s more left and all you have to do is prod the throttle and whooosh! Greatly complimenting the engine performance are uprated aftermarket GAB struts along with a quick-steer steering rack and a nicely done seam welded body. Collectively, these mods that have been done by Carshack result to one very solid handling car from the eighties that can really inspire anyone who gets behind the wheel to take on the tightest corners with confidence. While spare parts and even complete engines can still be sourced, the only downside is the dwindling supply of trim parts such as; taillights, park light lenses, rubber mouldings and so on. But other than that, I believe that the pleasure of owning a pristine example such as this one these days is certainly both cool and rewarding.

• The original photography for the Japanese brochure for the Lancer EX was primarily taken at the Daytona Speedway, Florida.
• The ‘EX’ badge stood for Exceed, and resurfaced in 2008 for the new 4B11-powered Lancer.
• The TURBO INTERCOOLER sticker on the lower lip of the front bumper was installed as a mirror image, so drivers up front know there’s something quick behind them

MODEL & VARIANT: Mitsubishi Lancer EX Turbo 1800GSR
ENGINE: Inline-4, 1800cc, sohc 8v, turbo intercooler 5-speed M/T
MAX POWER: 163 bhp @ 5800rpm
MAX TORQUE: 159 lb-ft @ 3500rpm
0-100 kM/H (0-62MPH): n/a
TOP SPEED: 200 km/h
PRICE: JPY 1,640,000 (1983)

Prelude to Success Galant VR-4 (USDM)

Before Evos ruled the world of rallying, Mitsubishi’s weapon of choice was the bigger family saloon-based Galant VR-4. It’s safe to say that without it, Evos wouldn’t have seen the light of day. This is no secret to RalliArt fans, as the VR-4’s fearsome 4G63T engine and all-wheel drive platform were all adopted for use for the first Lancer Evolution.

The Galant VR-4 was powered by a 2.0-liter turbocharged motor that in stock produced 195 hp. It’s not much by today’s standards, but considering the car was sold back in 1991, it was plenty strong for its time. In rally form, the VR-4 was pumping out more than 300 hp. As mentioned, it came standard with all-wheel drive, but the rear wheels were afforded a 1.5 degree allowance to steer when traveling above 30 mph (4-wheel steering). This allowed for more accurate and predictable handling at speed. Earlier VR-4s had a front to rear torque split of 50:50 care-off its viscous-coupled center diff. Eventually, an electronically controlled rear and center diff allowed for a more rear bias split of 30:70.

An original U.S. model, this Galant was lent to us by its owner and former racer George Apacible. Upon entering the car, the automatic sliding seatbelts make known its American origins. As if trapped in a time capsule for 17 years, this specific sample has a very preserved interior, with the leather upholstery still as supple as the day it left the factory, while the gauges are all in working order. Even the factory emblem embossed on the dash still reads true saying “787 out of 1000.” This genuine rarity makes the car a truly special possession. Behind the wheel, the VR-4 is obviously a more subdued performer compared to the Evos, with the power surge not as explosive while the braking time needed to haul it down taking longer. But what it lacks in pace it makes up for in sheer comfort, as this is a car that will keep you fresh even for long drives. There are no annoying rattles or creaks suggesting that the owner has taken good care of this baby.

When asked as to what he digs most about this car, George finds it hard to cite just one aspect. “It’s the first and last Mitsu with 4-wheel steering, and it is a wolf in sheep’s clothing proven by how it can keep pace with most Evos.” He also says it’s fairly cheap to maintain since it shares a lot of parts with the locally sold Galant GTi. But we feel the real reason George is still keeping this car is because, in his own words, “it still draws a lot of attention.” That’s right George, smile for your adoring fans. We certainly would.

• The rally-ready VR-4 featured 4-wheel drive and 4-wheel steerin
• Some big names have piloted a VR-4 in its full rally fury, namely: Ari Vatanen (1981 WRC champ and star of the “Climb Dance” video in Pikes Peak), Tommi Makinen and even Jimmy McRae (the late Colin McRae’s father)

MODEl & VaRIanT: Mitsubishi Galant VR-4 Limited (USDM)
ENGInE: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
MaX POwER: 237 bhp @ 6000rpm
MaX TORquE: 217 lb-ft @ 3500rpm
TOP SPEED: 208 km/h
PRICE: n/a

First Strike: Lancer Evolution I

It could not have come at a better time.

Based on the 4th generation Mitsubishi Lancer, the company decided to improve on their image through rallying, hence, the Lancer Evolution lineup was born. And they picked a Lancer that’s light, compact, and strong as their starting point.

Like an athlete’s physique, everything on the Evo (Code: CD9A) has had the fat trimmed off. From the outside, the most notable changes from the non-Evolution 1.8L GSR turbo were the vented bumper for improved cooling of the turbo engine, as a bulging, ultralight aluminum hood (extra room for the engine) and the tall spoiler that would be the hallmark of future Evolutions. Sporting what was basically a modified version of the 4G63 Cyclone 2.0-liter motor found in the successful Galant VR-4, the first Evo had plenty of grunt with 250 horses to play with. Like its VR-4 forebear, there was a WRC-derived 4WD mechanism to channel all that power to the ground. The 4th generation lancer The Lancer Evolution also got an extra 20% of torsional rigidity by strategically stiffening the body to better handle the rigors of the WRC.

And the results? Well, during its debut on the 1993 Monte Carlo Rally, the Evolution in the hands of Mitsubishi’s Kenneth Eriksson took 4th place… admirable, considering they had very little time to test the Evo and against more seasoned, more developed cars. Over the course of the 1993 season, Mitsubishi developed their machine, and took 2 podiums and 4th place in the manufacturers championship.

The results at the showroom? Well, the first 2500 Evolutions (both RS and GSR) sold out in just 3 days.

The rest is history.

• The first 2500 Evolutions were snapped up in 3 days. Another 2500 were built to satisfy demand.

MODEL & VaRIANT: Mitsubishi Lancer Evolution GSR
ENGINE: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
MAX POwER: 247 bhp @ 6000 rpm
MAX TORquE: 227 lb-ft @ 3000 rpm
0-100 kM/H (0-62MPH): 5.9 sec.
TOP SPEED: 220 km/h
PRICE: JPY 2,738,000 (1993)

Progression: Lancer Evolution II (CE9A)

Lessons were learned, and naturally, Mitsubishi incorporated them into this, the Evolution II. At first glance, there have been some subtle changes to the exterior of the car, namely the more aggressive airdams up front, and a base was installed on the rear spoiler to give it more height. So nothing much has changed there.

It’s under all the skin that changes were made to alter the behavior of the car. For starters, the 4G63 engine was given more boost and allowed to expel it better via a restricted exhaust system, bumping up power to 260bhp while torque remained the same.
The track was widened by 15mm and 10mm, front and back respectively, while the wheelbase was also extended by 10mm by moving the front wheels forward for improved stability. Suspension was also given an upgrade with reinforced mounting points, a new front anti-roll bar, and improved rear spring rate. Other things like quicker steering, new brake pads, new Recaro seats, wider tires (205/60/R15) and new white O.Z. 5-spoke wheels round out the Evolution. These little alterations made the Evo II one of the most sought after cars in its time. In its debut at the 1994 Acropolis rally, it took 2nd place in the hands of Armin Schwarz. But again, as before, Mitsubishi will take the lessons learned from the II, and the Evo III will be born.

• Wheelbase was longer by 10mm and track was increased for larger tires. Suspension was modified too.
• Aerodynamic tweaks like a front air dam and an additional rear spoiler support improved vehicle stability at higher speeds.

MODEl & VARIANT: Mitsubishi Lancer Evolution II GSR (CE9A)
ENGINE: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
MAX POWER: 256 bhp @ 6000 rpm
MAX TORQUE: 227 lb-ft @ 3000 rpm
0-100 kM/H (0-62MPH): 5.7 sec.
TOP SPEED: 230 km/h
PRICE: JPY 2,898,000 (1994)

Relentless Improvements: Lancer Evolution III (CE9A)

RELENTLESS IMPROVEMENTS

Mitsubishi knew it was on to something great, and the Lancer Evolution III served to perfect what the previous models were deemed lacking in. Power was one issue to be addressed, and Mitsubishi employed new pistons which effectively bumped compression ratio from 8.5 to 9.5:1. The turbocharger was swapped to a larger unit (TD05H-16G6-7), while the cooling system was supplemented with an additional spray jet to keep temps at bay. These mods bumped up power to 270 horses, about 10+ hp up from the Evo II.

Toshikuyi Sueyoshi, Chief Engineer for Evolutions I-III, mentioned that aerodynamics was the main area of improvement for the Evo III. Cooling ducts were incorporated into the front bumper to aid the brakes and the transmission, while a higher rear wing was fitted to reduce lift. Noticeable with this new wing is the third brake light now built in. For those with a keen eye, you can also notice an “Evolution III” badge carved on the side skirts to help denote which model this is.
The Evolutions I-III are the hardest to come by among all the Evos, simply because these models were bound for the local Japanese market and a few places in Europe only. As such, we visited an old friend to get a hold of these precious rides. Danby Yaptinchay, a self-confessed Mitsubishi fanatic, has helped C! before in a previous story (Driven Desires 04/08). This Evo collector happens to own all Evos I-III that you see here, and takes pride in the fact that he has at his disposal these rare cars. These little alterations made the Evo II one of the most sought after cars in its time. In its debut at the 1994 Acropolis rally, it took 2nd place in the hands of Armin Schwarz. But again, as before, Mitsubishi will take the lessons learned from the II, and the Evo III will be born.Compared to the two older Evos belonging to Danby’s garage, the III is the tamest looking since the others are actually competed in hill-climb races. Thus, they have the huge light pods on the hood announcing that they are no mere street machines. However, this Evo III bears the inherent demeanor of a culmination of development from the factory. You feel the extra power in the engine. You appreciate the minor little details that set it apart. Heck, it’s even got climate control which is a welcome addition to such a raw machine.

• Selling 7,000 examples from January 1995 to August 1996, this was the best-selling EVO to d
• Power crept to 266 hp at 6250 rpm. Down force had greatly increased without excess drag using a new nose molding, sideskirts, rear corner skirts and a larger rear wing.
• The Post Combustion Control System from the Evolution II car proved highly effective in improving engine response.

Model & Variant: Mitsubishi Lancer Evolution III GSR (CE9A)
Engi ne: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
Max Power : 266 bhp @ 6250 rpm
Max Tor que: 227 lb-ft @ 3000 rpm
0-100 km/h (0-62mph ): 5.6 sec.
Top Speed : 230 km/h
Price : JPY 2,968,000 (1995)

Solid Foundation: Lancer Evolution IV (CN9A)

SOLID FOUNDATION

Officially on sale to the public on August 1996, the Evo IV showcased what the fifth generation Lancer was capable of. The Evo IV sported a totally new body, it was 20 mm longer and 90 kg heavier. Oddly enough, this car was lower and narrower than the old Evo by 5mm. Unlike the previous Evos though, the IV already had integrated PIAA foglights in the front bumper giving it that rally car look.

Mitsubishi endowed the Evo IV with new hardware to counteract the weight gain and to further enhance the car’s potential down the line. For starters, the same 4G63T engine was tweaked by slightly lowering the compression ratio (9.0 to 8.8:1). This allowed for a new twin scroll turbocharger to be applied, while the cylinder head and block were modified to reduce weight. The Evo IV gained another 10 or so horses with power rated at 280 hp, while torque leaped to 260 lb-ft. The IV’s underpinnings were also improved, with the front end receiving revised geometry settings while the rear was given a new multi-link design. Active Yaw Control System (AYC) was introduced in the IV, which essentially allowed torque to be distributed more to the outside wheel when in a turn, aiding response when cornering. Stopping power was also enhanced with larger ventilated discs (11.6 in. front and 11.2 in. rear).

The Evo IV lacked the visual drama of the latter Evo V and VI models, owing much to the narrower fenders and the smaller wheels. But you knew it possessed the genes for rally success. Tommi Makinen proved this when he held on to the WRC Drivers’ title for 1997, narrowly staving off Colin Mcrae (Subaru) by just one point. Left primarily unmodified, the white Evo IV you see here is pretty much bone stock. During our brief drive with this car, the few mods we noticed were a Pivot start/stop button ignition system and an aftermarket HKS exhaust. The car’s behavior was more refined compared to the older Evos in the NVH department. But the heavy clutch was still there, showing that the older Evos demanded more than just a fat wallet to be driven. Oh, and the engine was noticeably more punchy even from down the rev counter, thanks to the increase in torque. For Evo fans, the IV is a car all can look back upon as the start of something great.

• The initial production run of the 6,000 EVO IVs sold out in three days & was based on an entirely new Lancer platform.
• New twin-scroll turbo. New Active Yaw Control (AYC) system. Weight increase of nearly 200 pounds.

Mode l & Vari ant: Mitsubishi Lancer Evolution IV GSR (CN9A)
Engi ne: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
Max Power : 276 bhp @ 6500 rpm
Max Tor que: 260 lb-ft @ 3000 rpm
0-100 km/h (0-62mph ): 5.5 sec.
Top Speed : 230 km/h
Price : JPY 2,998,000 (1996)

The Dominator: Lancer Evolution V GSR

THE DOMINATOR

Moving on from the Evolution IV, the Evolution V (codename: CP9A) is an undoubtedly more aggressive car to look at. The Evo IV’s large vent (for better cooling) has been split into two, while the whole car has been lengthened by 20mm, lowered by 10mm, and widened by 80mm via flared fenders and new side skirts. The bumper has been redesigned to match the squat and poised widebody look, while the grille loses the prominent fangs of the IV. The rear wing is completely new, sporting a slightly forward-swept, angular design with an adjustable aluminum wing element.

Behind the lightweight rally rims hide an important new addition to the Evo range: Brembo brakes. Resilient to fade and with plenty of stopping power, essential when reining in all 276 horses being generated with the 4G63, which, incidentally has a reworked turbocharger.
This particular example, first-owned and cared for by Ramon Villacorta, has been moderately modified and suitable for daily use (Evos were notoriously difficult to drive everyday). The V rides on Enkei WRC Tarmac Evo rims, and combined with the the aftermarket Cusco O2E coilover system, ride quality is firm but surprisingly fair, while a foam-lined Cusco chromoly roll cage reinforces the passenger cabin for added safety. So what about the WRC? Well, the Evolution V, in the expert hands of Tommi Makinen and Richard Burns, has stats that speak for themselves: 5 wins, 2 podiums, Mitsubishi’s only Constructor crown as well the 3rd of Tommi Makinen’s four Drivers’ championships.

It is, without a doubt, the most dominant Evo yet and since.

• A new aluminum rear spoiler relaced the IV’s FRP version and gave an adjustable angle of attack to alter rear down force.
• The track, wheel offset and the wheel diameter were changed to fit the new Brembo brakes. • The pistons were tightened and 510 cc injectors were replaced with 560 cc injectors due to more electrical “headroom”.

Mode l & Vari ant: Mitsubishi Lancer Evolution V RS (CP9A)
Engi ne: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
Max Power : 276 bhp @ 6500 rpm
Max Tor que: 274 lb-ft @ 3000 rpm
0-100 km/h (0-62mph ): 5.5 sec.
Top Speed : 240 km/h
Price : JPY 2,598,000 (1997)

Sharp Shooter: Lancer Evolution VI – Tommi Makinen Edition

SHARP SHOOTER

Commemorating their successive victory in the World rally Championship (WRC) Mitsubishi launched a Tommi Makinen edition Lancer Evolution 6.5 complete with Makinen’s red paint and graphics which made it very hard not to spot [and an asymmetric front bumper]. Not just on the outside, but inside as well where a pair of red and black Recaro bucket seats have been embroidered with a Makinen edition logo together with Momo steering wheel and shift knob. But it’s not just all looks as a host of improvements also found its way to the engine, turbo and suspension of the Evo 6.5.

Getting behind the wheel instantly makes you feel like a rally superstar as the suspension effectively soaks up any form of body roll while the steering is so precise it’s just goes through a set of undulating corners so effortlessly. However, I do agree with Boopsie Siapno, the owner of this immaculate Evo 6.5 as he describes the ride quality of the Evo 6.5 as "stiff" for city driving where all the humps, cracks, and potholes would be transmitted to the driver and its passengers. The upside according to him is, “At higher speeds (80kph and above) it transforms to a smooth highway cruiser, where it even absorbs road irregularities with ease”.

Engine-wise the performance level has not waned as it featured a better airflow and intake cooling system as well as a titanium aluminide turbine that enables it to put out 276 hp. Indeed, all the inherent traits of this Evo makes it an enthusiasts car, nut what sets it part from other performance cars is drivability and reliability where the Evo 6.5 like all Japanese cars is inherently reliable as the owner attests to, as he adds, “In fact, I have only encountered very few problems with the long term use of a stock and even tuned Evo’s”.

It is, without a doubt, the most dominant Evo yet and since.

• The new twin-scroll turbocharger was exceptionally durable at high temperatures.
• The the 4G63 had evolved to a point where the drivers reckoned it had the most power and response.
• Mitsubishi’s electronic multi-plate clutch-activated 4WD system had been greatly improved.
• The long-awaited active rear differential considerably enhanced stability during cornering.
• Tommi Makinen became the driver’s champion for the fourth straight year, an achievement in World Rally Championship history, commemorated with the Tommi Makinen edition Evo VI.

MODEL & VARIANT: Mitsuibishi Lancer Evolution VI GSR Tommi Makinen Edition (CP9A)
ENGINE: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
MAX POWER: 276 bhp @ 6500 rpm
MAX TORQUE: 274 lb-ft @ 3000 rpm
0-100 kM/H (0-62MPH): 5.5 sec.
TOP SPEED: 240 km/h
PRICE: JPY 3,278,000 (2000)

A New Beginning: Lancer Evolution VII RS

A NEW BEGINNING

Have a heaping dose of a very sharp cornering machine Based on Mitsubishi’s Cedia sedan platform, the Evo VII underwent a lot of improvements and changes that make it the most refined looking of the bunch but with the same intensity and so much more when speaking about performance. After all, where can you find a car that possesses neck-snapping acceleration with the ability to carve through corners with ease? What’s even great about it is that it has four doors, rear seats, and even comfy enough to be driven everyday.

It’s always a delight to get behind the wheel of an Evo, much more a tuned one, like our featured example here owned by Jeffrey Tan who certainly knows a lot about aftermarket tuning. After all, he does import Recaro seat and Prodrive wheels to cater to the needs of the discriminating enthusiasts. As a result, his Evo VII boasts of a lot of engine and suspension mods that make it perform way better than its stock counterpart. With a very addicting accelerating power courtesy of a Ralliart ECU, this Evo is a blast to drive as it is capable of carving through the corners faster as it rides on a coil over suspension coupled with a precise steering that has become one of its hall marks.

According to Jeffrey, the overall experience of owning his Evo has been great as he adds, “It actually makes the driver feel he’s a great driver, sort of rewarding and flattering to the amateur”. In fact he states that “It is that easy to drive an Evo”. “The car’s chassis is stiff and feels solid that it makes the car very sharp when turning which makes it a point and shoot experience whenever you take a turn in the Evo VII”. “I usually bring it to the track and it performs well”. I’m sure it does as it puts out 270 WHP or 340 HP (at the crank) & 266 lb/ft. Torque (at the wheels) or 333 lb/ft. (at the crank) on the Autoplus dyno making it one wild ride.

• Mitsubishi decided to race in the WRC class instead of the Group A Class, and thus did not need to follow homologation rules.
• The Evo VII was based on the larger Lancer Cedia platform and as result gained more weight over the Evo VI
• The Active Center Differential and a more effective LSD were added.
• The car was driven during the 2002 season by the very experienced Francois Delecour and young Alister McRae.

MODEL & VARIANT: Mitsuibishi Lancer Evolution VII GSR (CT9A)
ENGINE: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
MAX POWER: 276 bhp @ 6500 rpm
MAX TORQUE: 282 lb-ft @ 3500 rpm
0-100 kM/H (0-62MPH): 4.8 sec.
TOP SPEED: 250 km/h
PRICE: JPY 2,998,000 (2001)

Red Demon: Lancer Evolution VIII GSR

RED DEMON

January 2003 saw the unveiling of the eighth iteration of the famed Lan Evo line-up. The Evo VIII, natural successor to the Evo VII, promised to bring the already impressive performance to an even greater level. This time however, Los Angeles hosted the car’s debut, the first time ever that an Evo was introduced in the United States rather than in Japan. The fact that this car was slated for a U.S. first introduction underscores how the Evo now had a true global following.

Notable changes made to the VIII had a lot to do with the stricter U.S. regulations it had to contend with, namely crash and emission laws. The front and rear bumper received slight tinkering (more pedestrian friendly), effectively increasing the car’s length. This also explains why the front grille was changed to help blend better with the new bumper design, now featuring the triangular piece with the Mitsubishi logo on the nose. The stringent California LEV stipulations meant the engine was de-tuned to 271 hp and 273 lb-ft of torque. In Japan however, the Evo VIII enjoyed greater output, with the car making 280 hp and 289 lb-ft of torque. Although Japanese models shared the front with the U.S. bound Evo, it retained the old bumper of the Evo VII. Aiding driver confidence on the limit was Super-AYC or Super Active Yaw Control, an electronic driver aid that also worked in conjunction with ABS and ACD (Active Center Differential).

This red demon of an Evo VIII, lent to us by its owner Philip Yeung, is anything but stock though. The car was modified and modeled after the HKS CT230R, a purpose built time attack car. It now sports an HKS built 2.3 liter stroked motor and is boosted by a GT3240 turbo kit. How does 400 hp to the wheels sound? Helping slow this car down are the immense Endless 6-piston brake calipers for and 4-piston calipers aft. An HKS Hipermax-III coilover kit helps it carve corners like a cheetah, while the Spec R titanium exhaust makes sure the neighbors are always awake when Philip gets home. Hands down, this Evo VIII is the most high-strung among all the Lan Evos we’ve collected for this feature. Due to the bigger turbo, there is little power below 5000 rpm which is a bit of a bummer. But hold on for dear life when the tach sweeps past 5K, because this is when the fun really starts. That HKS tuned motor erupts into life threatening to devour anything in front of the car. Philip admits that he enjoys this ride mostly on track days or on all Evo fun runs. He laments the car’s paltry 4 km/L consumption. However, with a motor this fantastically explosive, we certainly would do away with fuel economy concerns. Simply find a wide open road…and let her rip!

• Super Active Yaw Control was added to handle traction and a 6-speed manual gearbox debuted with the MR, which also came with a new vortex generator.
• The MR uses slick-response Bilstein shocks for improved handling.
• The Lancer Evolution VIII was the first Evolution to come to the US, and was touted as the most powerful 4-cylinder engine in the country.
• The 4G63 got MIVEC technology (variable valve timing).

MODEL & VARIANT: Mitsuibishi Lancer Evolution VIII GSR (CT9A)
ENGINE: Inline-4, 1997cc, dohc 16v, turbo intercooler, 5-speed M/T
MAX POWER: 276 bhp @ 6500 rpm
MAX TORQUE: 289 lb-ft @ 3500 rpm
0-100 kM/H (0-62MPH): 5.2 sec.
TOP SPEED: 250 km/h
PRICE: JPY 3,298,000 (2003)

Last of the Breed: Lancer Evolution IX (CT9A)

The IX is last of the Cedia-based Evolutions, and came to be known as the best of the generation. And it truly is.

The front bumper design was a return to a simple, efficient design for better cooling and improved aerodynamics. It sports a new, smoked finish for the headlamps, highlighting the aggressiveness of the lineup, and the rear also receives a reshaped bumper, and the redesigned rear spoiler gets a carbonfiber wing.

Drive it and the ride is firm, the clutch is heavy, the steering weighted. It’s the classic Evolution driving experience, one that will be turned on its head with the X.  Nevertheless, the IX stands as a genuine supercar baiter, able to keep pace with the best of them, especially since this particular one has been thoroughly tuned and improved by its owner and Orange Performance.

It’s far from the RS that we got to drive before, and this one is truly modded with bolt-on parts from ARC and HKS as well as lightweight Volk Racing wheels. The MR has a six speed manual tranny (unlike the RS’s 5-speed), and the last of the 4G63’s,, which, ironically, was the first to be given the free breathing MIVEC valve timing architecture (for the intake cam) to bump up power and torque to 280bhp and 295 lb-ft, respectively.

The Evolution IX was certainly greatness right off the line … and Mitsubishi took all the lessons learned and applied it to the next one: the X.

• The 2 liter turbo engine finally got MIVEC technology (variable valve timing) for more power, efficiency and cleaner emissions.
• This was the last time that the 4G63T engine was used.

MODEL & VARIANT: Mitsuibishi Lancer Evolution IX MR (CT9A, USDM)
ENGINE: Inline-4, 1997cc, dohc 16v, MIVEC turbo intercooler, 6-speed M/T
MAX POWER: 276 bhp @ 6500 rpm
MAX TORQUE: 295lb-ft @ 3000 rpm
0-100 kM/H (0-62MPH): 4.7 sec.
TOP SPEED: 250 km/h
PRICE: PHP 2,868,000 (2006)

Legend Reborn: Lancer Evolution X - Part 1



It could not have been a better day. Here we are, on a pair of black lanes grasping on to the steep edge of these glorious mountains, and I’m behind the wheel of Mitsubishi’s latest all wheel drive masterpiece: the Lancer Evolution X MR. Someone snap my neck now.

It’s the hero of the Lancer range… the one that all Lancers aspire to be. After getting that first drive of the Lancer EX a few years back (C! Oct ’07), we already knew something truly special had come in from Mitsu. It took a couple more months before we got to stretch the EX’s real abilities on the track and on the open road (C! July ’08). We already got to thoroughly track-test the Evo X against the Impreza STI (C! Oct ’08), and now we’re about to sample the abilities of this Evo X MR, officially imported by Mitsubishi Motors Philippines, and now with a new ace up its sleeve. Perhaps a rematch is in order?

The X is the culmination of the entire Evolution line up, incorporating all the lessons learned over decades of rallying: 4-wheel drive (Galant VR-4), the use of lightweight aluminum for hood and fenders (Evolution I), the debut of an oil cooler (Evolution II), aggressive aerodynamics via front airdams and spoilers (Evolution III), twin-scroll turbochargers and Active Yaw Control (Evolution IV), Brembo brakes (Evolution V), Active Center Differential (Evolution VII), Super AYC (Evolution VIII), and finally, MIVEC (Evolution IX).

Under the slotted aluminum bonnet resides the all-new 4B11T, the replacement for the venerable 4G63T that powered all previous Evolutions (in various modifications, refits). The engine has been designed and engineered from the ground up, delivering a square displacement (86mm bore x 86mm stroke), and eliminates the need for a balancer shaft. The engine block and twin cam head are both aluminum, making it 12kg lighter than the 4G63T, while also creating a lower center of gravity. The fully-floating, highly stiff pistons are made by MAHLE (renowned in F1 and other motor sports arenas), while valve timing adjustments are handled by MIVEC for both the intake and exhaust cams (the Evo IX had MIVEC for the intake cam only). All this, combined with a turbo and intercooler, combine to produce a hefty 291 bhp and 300 lb-ft of torque.

But we’ve driven that engine in the GSR before. With this X MR, things are different.

Unlike older generations, this is the first time that a proper automatic has made its way onto the spec sheet of an Evo. I say “proper automatic” as there was a rare variant of the Evolution VII that carried a 5-speed INVECS-II automatic. However, the Evo X’s ain’t any ordinary slushbox, as debuting in the X is Mitsubishi’s TC-SST, or Twin Clutch Sportronic Shift Transmission. Yes, it’s a mouthful, but it follows in the footsteps of the VW group (DSG), BMW (DCT) and Porsche (PDK) by having 2 separate wet-plate clutches for odd and even numbered gears to support super fast shifts.

I put my right hand on the black leather, baseball-stitched shifter, pull it down to D and drive normally. At any time, you can override the transmission via the slot for the manual mode or via the magnesium paddles behind the steering wheel. Initially, the TC-SST is set to “Normal”, giving slick, seamless swaps between the two clutches as they engage and disengage their respective gears simultaneously. Flick it to “Sport” and you’ll realize that the car is more willing to blip and kick down a cog for corner entry, and allows you fuller use of the rev range. Switch it to “Super Sport” and the TC-SST will no longer prioritize comfort and smoothness, allowing the clutches to operate at max speed, and will let you feel the full brunt as the engine transfers power through the tires and to the road.

I let the Evo X come to a halt and engage Twin Clutch-SST’s most extreme setting, S-Sport, by pushing the toggle switch forward for 5 seconds. I peel off the line, letting all 291 horses light up all four of those 245mm-fat Yokohama ADVANs on Tanay’s newly laid tarmac, dispensing 100 clicks an hour in just under 5 seconds. I keep the accelerator to the floor as I call up the next of the pre-prepped cogs (TC-SST spins up the next gear, either up or down, in anticipation of a shift), waiting for that addicting surge of boost.

3000rpm… 4000rpm… 5000rpm… wait for it… nothing. There’s no sudden jolt, no punch-in-the-back that older generations gave their drivers to signify that the turbo has spooled up. The power is definitely there, but delivery is linear… very linear. The 4B11T’s turbo lag has so well tuned out that the car responds to throttle inputs like it’s naturally-aspirated (or supercharged), yet has the ultimate power and pace of a turbo. It’s so un-Evo but I must admit, it affords so much more control while cornering, with the reassurance there’s no unpredictable kick of boost to throw you off line and out of control.

Legend Reborn: Lancer Evolution X - Part 2



The X also has what could be one of the most advanced and intelligent 4-wheel drive control systems available: Super All-Wheel Control. S-AWC is their vehicle dynamics wizardry, and takes charge of the Active Center Differential (controls the center diff), Active Yaw Control (makes real-time adjustments to torque to the rear wheels to eliminate either under or over steer), and Active Stability Control (maintains optimum traction) and Sports ABS. At any given time, S-AWC will adjust any or all of the four, and the goal is to enhance the Evo X’s cornering and braking abilities. The three famous settings are still at the push of a button with either Tarmac (dry, paved surfaces), Gravel (for wet or loose surfaces) or Snow… the latter only needed if you live somewhere with more than 2 seasons of weather.

Caress, flick or flog the 3-spoke steering wheel (for the first time, it’s no longer MOMO) into the corner, and the fighter-jet inspired, forward- swept nose of the Evo X points. Squeeze the throttle mid corner and the rear steps up to the plate, rocketing the car out of the turn. Mitsubishi claims that the structure of the X has more torsional rigidity (+40%) and bending rigidity (+60%) than the IX it replaces. Ed-in-chief Deakin put it best, that “this handles like a gokart.” Perhaps it’s thanks to Bilstein and Eibach for the strut and spring combo, respectively, both standard on the Evo X MR… and do they work magnificently.

I feel the side bolsters of this Recaro sport seat (Recaros have been standard on every top of the line Evo) working overtime to hold me in place as I coerce the car from one corner to another. It’s just so amazing how a car that’s significantly heavier and larger from the previous Evo (C! Oct ‘06), can somehow handle so much better on this road. It’s just oozing with the confidence befitting the lineage, telling you that it can take more speed, whether it’s doing it composed or with its tail gloriously sticking out, than you ever can. Or maybe just me.

Unlike previous Evolutions that were barely tolerable in traffic or in town, the X is strangely drivable and livable on a daily basis. The TC-SST is slick (in “Normal” mode), and it’s a welcome relief as your left foot will no longer ache after hours of prodding the traditional double-diaphragm clutch. The steering is strangely light (but talkative), the Bilstein/Eibach suspension is surprisingly pliant (yet firm) on bumpy surfaces, while engine and tire noise is well suppressed when driven casually. The spec list also has quite a bit of kit. At the center of the dash is a 650watt Rockford Fosgate audio system with 9 strategically mounted speakers (and subwoofer). You get a power moon roof, rain-sensing wipers, automatic HID headlamps, adaptive lamps that illuminate the apexes of corners, and other extras like Bluetooth connectivity and the multi-info LCD screen between the tach and speedo that displays either trip, range on fuel, and other service reminders.

All this kit comes at a price though, as the Evo X MR TC-SST is retailing at an estimated PhP 3.5M, very pricey when compared to its rival, the Impreza STI which is just shy of PhP2.4M.

I finally twist the dummy starter key (it has key-in-your-pocket comfort access), and alight from the amazing X. It’s agile, quick, sharp, brash and exciting… and does all of this without the nuances of old.

Yeah, that’s right. The Lancer Evolution X MR is no longer an evolution in the strictest sense of the word. It is, in most ways, shapes and forms, a complete revolution.


Model & Variant: Mitsubishi Lancer Evolution X MR TC-SST
Engine: Inline-4
Location: Front, transverse
Displacement: 1998cc
Cylinder block: Aluminum alloy
Cylinder head: Aluminum alloy, dohc, 16 valves per cylinder, MIVEC Turbo Intercooler
Fuel and ignition: Multi-port injection
Max power : 291bhp @ 6500rpm
Max torque: 300lb-ft @ 4000rpm
Transmission: 6-speed automatic, Twin Clutch Sportronic Shift Transmission (TC-SST), four-wheel drive with Active Center Differential (ACD)
Front suspension: Independent inverted MacPherson struts with forged aluminum control arms, Eibach springs, Bilstein dampers
Rear suspension: Independent Multi-Link with forged aluminum control arms, Eibach springs, Bilstein dampers
Dimensions: L: 4495mm W: 1810mm H: 1480mm
Wheelbase : 2650mm
Brakes : Front 350mm (13.8”) two-piece vented discs, 4-piston Brembo calipers, rear 330mm (13.0”) vented discs, 2-piston Brembo calipers, 4-channel Sports ABS with EBD
Electronics: Super All-Wheel Control (S-AWC), Active Yaw Control (AYC), Active Stability Control (ASC)
Wheels: 8.5JJx18.0” forged aluminum alloy, BBS multi-spoke
Tires : 245/40/R18 93Y Yokohama Advan assymetrical
Kerb Weight : 1,590 kg (3,498 lbs)
Fuel Capacity: 55 liters (14.5 gal)
0-100 km/h (0-62): 4.7 sec.
Top speed : 250 km/h (155 mph)
Price as tested : POA (PhP 3.5M est.)

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Samsung UA40C7000WRXXP 3D LED TV

When we first heard the news that Samsung is coming out with 3D TVs in the Philippines, we took it with a grain of salt. Avatar was still showing in theaters, and the rest of the world was just getting in on the 3D trend. But lo and behold, here we are playing around with the Samsung UA40C7000WRXXP (whew!) Series 7 3D LED TV in our very own test lab. Welcome to the future of movies and television, dear Techies.

Let's cut right to the chase and talk about this Series 7 TV's 3D capabilities. It's good. It works very well for native 3D content such as the Monsters vs. Aliens Blu-ray disc that Samsung so generously lent to us. The images really jump out of the screen, and the only thing missing would be to actually feel the images that you are seeing.

The UA40C7000WEXXP (whew!), being a full-fledged LED TV, delivers on the color department, making every viewing session a colorful experience. Videos look best, however, when the lights are turned off and when you're seated right in the middle of the screen, be it for 2D or 3D material.

Having mentioned that, one of the Series 7's "killer" features is its ability to convert 2D material into 3D. A simple press of the remote button automatically gives depth to your ordinary Blu-ray, DVD, or even cable TV feed. Unfortunately, it doesn't work well 100% of the time.

Just like when HDTVs fist proliferated half a decade ago (when people expected flat panels to turn SD images into HD images), the same thing can be said about the 3D TV revolution. Just because the TV can "upscale" material doesn't mean they'll look no different from the videos that were shot in native 3D. Yes, the conversion will work some of the time, like when we played Street Fighter IV on the PS3, but it's a hit-and-miss affair. Remember that 3D TVs are still in their first generation and the accompanying movies and videos are still a long way off from going into the mainstream. Until then, you'll just have to make do with your old 2D goodies.

Moving on to the real world, we have to say that the UA40C7000WEXXP (whew!) looks nothing short of exquisite. It's insanely thin and marvelously pretty, like a gorgeous supermodel, and its price of P169,990 reminds you that it's not a cheap date. At 40-inches this TV may sound big on paper, but it's only actually good enough for 2-person viewing. If you have a family of 5, you should opt for the bigger 46-inch or 55-inch versions. Oh, and don't forget to pick up extra pairs of 3D glasses as the package only includes 2.

Speaking of the 3D glasses, the ones that come with the UA40C (insert the whole alphabet here) are not exactly stylish, but they're not baduy like the ones in movie theaters. They use active shutters and are battery-powered, so you'll need to juice them up via a micro (not mini) USB port. A full charge lasted for about 2 and a half hours (roughly about one movie), although we're not sure if this is the normal operating time; the pair we used was a demo unit.

So now the question is, is the P169,990 begging asking price for the UA40C7000WEXXP (whew!) 3D LED TV worth it? Yes, if you have the right stuff for it. If Eat Bulaga and/or Wowowee are your only sources of entertainment, however, you'll be pleasantly surprised to know just how much regular 40-inch LCD TVs are going for nowadays.

Click here to see the Samsung UA40C7000WRXXP (whew!) 3D LED TV in the Buyer's Guide.