Tokyo, March 2, 2005
Mitsubishi Motors Corporation (MMC)
announced that the Lancer Evolution IX high-performance 4WD sports sedan
would go on sale at affiliated dealerships throughout Japan on March 3,
2005. With a 2.0-liter intercooler-turbocharged engine powering all four
wheels through an electronically controlled 4WD system, Evolution IX
raises all dynamic performance parameters to a new level. Tax inclusive
prices range from 2,940,000 yen to 3,570,000 yen. Roughly 1.5Million Pesos
before any Philippine tax.
Evolution IX marks the 12th model in the
series, which has also included an automatic transmission model, since the
Lancer Evolution debuted in October 1992. Major features distinguishing
the latest model include the adoption of Mitsubishi's proprietary MIVEC
variable valve timing technology in the intake system and improvements to
the turbocharger that result in higher torque and produce better response
for improved engine performance across its full rev range. New front and
rear bumpers bring both high aerodynamics and cooling performance.
Evolution IX is offered in three trim levels.
The flagship GSR grade features Mitsubishi Motors' cutting-edge ACD +
Super AYC + Sports ABS electronically controlled all-wheel control
component system and a 6-speed manual gearbox. The motorsport-specification
RS uses a special lightweight body, a new titanium-magnesium turbocharger,
5-speed gearbox and ACD + mechanical rear LSD all-wheel control. New for
Evolution IX is the GT grade that brings together RS's turbocharger and
drivetrain specification and GSR's comfort-bias body with its enhanced
sound deadening. Allowing owners to customize their Evolution IX's to
individual needs and preferences, a comprehensive range of factory- and
dealer-fitted options as well as Ralliart tuning and dress up parts are
(yen, Tax inclusive)
with intercooler -
Mitsubishi Innovative Valve timing
Electronic Control system
ACD (Active Center Differential)
The ACD incorporates an electronically controlled hydraulic multi-plate
clutch. An ECU optimizes clutch cover clamp load for different driving
conditions, regulating the differential limiting action between free and
locked states. The result is improved steering response together with
better traction. ACD provides three modes — Tarmac / Gravel / Snow — to
enable quicker control response for changes in road surface. A single
ECU provides integrated management of both ACD and Super AYC components.
Super AYC (Active Yaw Control)
Mitsubishi's Active Yaw Control system uses a torque-transfer mechanism
in the rear differential. Under ECU control, the system operates to
raise cornering performance by transferring torque between the rear
wheels as dictated by driving conditions and so control the yaw moment
acting on the car body. In an evolutionary step, switching from the use
of a bevel to a planetary gear differential gave Super AYC the ability
to transfer almost twice the torque between the rear wheels. As well as
reducing understeer further, it delivers LSD-level traction. The use of
a single ECU to integrally manage Super AYC with the ACD results in a
synergism that makes both components operate more effectively than if
they were under independent control.
Sport ABS braking
The system ECU uses information from a steering angle sensor that
detects steering inputs as well as from lateral G and vehicle speed
sensors to apportion pressure to each of the four wheels independently.
The result is improved steering response under braking. Mitsubishi's
Electronic Brake Force Distribution (EBD) system, integral with Sports
ABS, optimizes allocation of braking force between the front and rear
wheels. Increasing the pressure applied to the rear wheels when braking
close to the limit, EBD reduces the load on the front wheels to realize
better anti-fade performance. The system also compensates for changes in
surface and vehicle load conditions to ensure predictable and consistent
stopping performance at all times.
• In an integral molding, the new front
bumper houses an oversize mesh grille to raise engine cooling efficiency
and also locates the Mitsubishi 3-diamond emblem. All unnecessary openings
on the undersurface of the bumper have been closed off to reduce air
• The new rear bumper features a diffuser
undersurface in a distinctive design that shapes the corners to stabilize
air flow detachment and reduce drag and that adds to Evolution's
• The rear wing assembly uses molded vertical
components color-keyed to the body and a carbon-fiber hollow spoiler that
lowers the center of gravity.
• Dark-clear extensions on headlamps and rear
lamps enhance the car's premium appearance.
• GSR and GT trim levels run on Enkei 17x8JJ
lightweight 5-double-spoke alloy road wheels that are 0.15 kg per wheel
lighter than those fitted to Evolution VIII MR.
• Evolution IX is available with a new air
dam extension and rear wing Gurney flap (dealer options) that further
improve aero efficiency. These advanced aero devices improve high-speed
handling and stability by reducing front and rear wheel lift and enhancing
the front-rear aero balance.
• Dashboard ornamentation on GSR and GT
models is clear coated with a rich carbon-like finish.
• GSR and GT models use new alloy
accelerator, brake and clutch pedals designed for sport driving as well as
to accent the sedan-racer look to the cockpit.
• GSR uses Recaro bucket seats. The squab
facing uses non-slip Alcantara suede upholstery that keeps the occupant
fresh and comfortable even on longer journeys while the side bolster
facings are covered in genuine leather making the seats easier to get in
and out of and also adding a touch of choice luxury to the interior.
• GSR is equipped with a carbon shifter panel
embellished with the Lancer Evolution logo.
• GSR and GT models use a high-density dash
silencer and double-sealing weatherstrips that reduce interior noise
3. Engine & transmission
• For Evolution IX the 4G63 engine gains
Mitsubishi's MIVEC variable valve timing technology that improves top-end
output as well as fuel efficiency. MIVEC technology allows GSR to return
10.0 km/l in the Japanese 10-15 mode driving cycle, equivalent to a three
percent improvement in mileage.
• On GSR, the turbocharger uses a lengthened
diffuser to generate more low-end and mid-range torque (400 N-m(40.8
kg-m)/3000rpm) as well as bring a significant improvement in response
(average 5%) across the full rev range.
• On the RS and GT, the turbocharger
compressor wheel uses magnesium alloy instead of aluminum alloy. This
brings a dramatic improvement in supercharging response. Mated to a
5-speed gearbox with higher torque capacity, the engine has been tuned to
generate maximum torque of 407 N-m(41.5 kg-m)/3000rpm.
• The 5-speed transmission used on the RS and
GT derives from the close-ratio competition gearbox but has a revised top
gear ratio for improved high-speed cruising.
4. Other features
• New rear springs lower vehicle height
slightly, improving rear end stability (GSR and GT) and allowing the Super
AYC to operate more effectively and improve steering response (GSR).
• Features retained on Evolution IX include:
Evolution's well-proven lightweight and high rigidity body featuring the
aluminum roof panel pioneered on Evolution VIII MR (all grades);
jointly-developed Bilstein hi-response shock absorbers (GSR and GT);
Mitsubishi's ACD + Super AYC + Sports ABS electronically controlled
all-wheel control system (GSR); and Brembo ventilated disc brakes (GSR and