This is the Mitsubishi CT Miev. This hybrid concept car was shown at the 2006 Auto Show. The CT features suicide doors and has electric motors in each of its 20 inch wheels.

The new Mitsubishi Evo is on the way, and everyone who has seen the Concept-X showcar knows it. The ongoing Evo buzz has made us pretty eager to get into the new 2008 Mitsubishi Lancer GTS.

With our first drive of the Lancer GTS, we already found out that this is a radically different Lancer than ever before. For one thing, it’s got a CVT (continuously variable transmission), technology that we’re seeing on a growing number of cars in this segment.

It shows us that cars in this class are trying to deliver performance, not just gas-sipping value.

Say Goodbye to Cheap and Cheerful
The 2008 Lancer does a good job of making you forget the strange, oddly proportioned little cars that have worn the nameplate for the last couple of decades. It’s been stretched in every dimension, with a 1.4-inch-longer wheelbase, another 2.3 inches in width and 4.0 inches of height, and it adds up to 94.8 cubic feet of passenger volume.

This platform doesn’t have a very sexy heritage, as it was developed by DaimlerChrysler to furnish a building block for a lot of different vehicles, from the Dodge Caliber to the Mitsubishi Outlander. But it brings 56 percent more torsional rigidity than before, as well as 50 percent more bending rigidity, and this gives the Lancer GTS a substantial, almost German feeling of substance.

The Lancer GTS features special bodywork, foglights, sport seats, a front strut-tower brace and an aggressive suspension calibration with 215/45R18 tires. It’s a Lancer made for guys who care about driving.
Mitsubishi is one of those under-the-radar car companies that a lot of shoppers don’t include in their research. That’s too bad, because it’s on a streak of offering distinctive-looking vehicles that offer value in addition to style.

For 2008, the Lancer compact sedan gets a complete redesign. The move is a vital part of Mitsubishi’s current lineup renaissance, one needed after years of products that, while good, never bested the competition. The Lancer is one of the most important models in the company’s lineup, and after testing the top-of-the-line GTS, I can attest to the fact that it is a successful and stunning update.

Styling
Some people suggest that a car’s performance is the most important part of any review, but that’s not the case with the new Lancer. This is one sharp-looking sedan. Rarely do I test a sub-$20,000 car that gets stares, but the Lancer GTS, with its 18-inch alloy wheels and super-sized spoiler, had plenty of heads turning in its direction.
The most daring design element is the front end, with its frowning grille and sharp headlights tucked underneath an angled hood. There are so many stylish lines on the new Lancer I was surprised by something new each time I showed it to someone. During a video shoot, I noticed that there are actually two distinct lines running down the rear flank of the car, not just one.

Around back, the taillights slant inward, toward the license plate, but also protrude out from the car’s body — not flush like most vehicles — just at the top of the taillight. The bottoms are flush with another style line sliding underneath. That’s a lot of detail for a company’s entry-level vehicle.

Interior
As stylish as the outside is, the inside carries over more of the company’s trends from other vehicles, like the Outlander compact SUV. It’s a stark existence; black is the only interior color choice. The good thing about black, though, is that it hides a lot of flaws.
Not that the interior is terribly flawed; there are some cheap elements, like the grab handles on the doors and the trip computer button beside the gauges, but it certainly holds its own against the likes of the Toyota Corolla, Hyundai Elantra and Ford Focus in the compact class. Only the Honda Civic and perhaps the Mazda3 upstage it on the inside.

The Lancer’s gauges are quite sporty, as are the leather-wrapped steering wheel and shift knob. These are the key areas that drivers are always connected to, and doing a good job with them is vital. Ergonomically, the Lancer does just fine, with short stubby stalks on either side of the wheel for the turn signals and windshield wipers, three easy-to-grasp knobs for the environmental controls and a straightforward stereo interface. There are plenty of areas around the center part of the dash to store cell phones, drinks and MP3 players, as well.

The front seats are comfortable and keep occupants firmly in place. They’re covered in a microfiber material that should be easy to keep clean, though they could be static electricity magnets in the winter. While the front seats are adequate, the backseat really shines with its legroom. At 5 feet, 10 inches, I sat behind a driver’s seat adjusted for my height and had several inches of knee and foot room.

I chauffeured my in-laws to the airport in the Lancer, and my wife and mother-in-law thought the backseat was plenty roomy, though my mother-in-law noted the seatback reclined a bit too much for her taste. Like most rear seats, they cannot be adjusted.
The seats also fold down with the press of a button near the headrests. The resulting cargo floor isn’t level with the trunk floor, and I can’t think of much I’d need to fit in such a space beyond a set of skis. Otherwise, for cargo hauling you’re probably better off just leaving the seats up and placing cargo on the rear floor and seat cushions.

Performance
The 152-hp four-cylinder engine produces plenty of power to move the Lancer at highway speeds, even when fully loaded with four adults and luggage. My only reoccurring thought was that no matter how competent the Lancer was in the performance department, it just wasn’t as sporty as it looked. I can hear the engineers blaming the designers right about now.

The Lancer comes in base DE, mid-level ES and top-level GTS trims. In the GTS, the suspension gets some sportier tuning, there’s a stabilizer strut fitted in the engine bay, and the larger wheels and performance tires help with grip. The handling was exceptional, but the five-speed manual still shifted like this was an everyday commuter. It did its job extremely well, just not with any high-performance skill or short shift motions. The engine revved energetically in low gears, but because power comes at such an even pace, it lacks the thrill one experiences from either high-revving or low-grunting power plants.

Still, the Lancer outshines most of the competition in its class. The more-powerful Mazda3 S is the only model that has more performance for the price. Otherwise, you’d have to move up to more-expensive performance-oriented models like the Honda Civic Si to best it in terms of compact sedans.

Braking was another area that was particularly noteworthy. Some competitors, like the Civic, have grabby brakes that offer grip the instant you touch the brake pedal, resulting in unnecessary lurching from time to time. Others have a mushier feel, with braking only coming after the pedal has been significantly depressed. The Lancer has an interesting approach: There’s a small threshold when you first tap the brake pedal, with no significant grip until that threshold is passed. Then braking comes on at an appropriate, linear pace. This may sound like a small thing, but in bumper-to-bumper traffic, it’s a lifesaver for your passengers — and your neck.

While the ride was relatively smooth, there was a significant amount of road noise intruding on the cabin. It was so loud on certain surfaces that it actually impeded a conversation with a passenger. Solo drivers might find solace in the stereo.

Gas mileage is average, rated at 21/29 mpg city/highway with the five-speed manual and 22/29 city/highway for the continuously variable automatic transmission. These are 2008 estimates, which are lower than what we’ve been used to through the 2007 model year, thanks to new EPA testing guidelines. Under the old guidelines, both transmissions would be rated at 25/31 mpg city/highway. Again, those numbers are about average, but significantly less than segment frontrunners like the Honda Civic and Toyota Corolla, and just slightly worse than the Mazda3 S.

The Lancer got around 24 mpg in mixed highway and suburban driving and well under 20 mpg in city driving.

Features
To come in at under $14,000, the base Lancer DE forgoes some important equipment like air conditioning and antilock brakes; both are part of a $1,100 option package. The DE does come with power windows, an auto-theft engine immobilizer and a knee airbag.
The ES is the next level, starting at $15,990 with a manual transmission and adding A/C, 16-inch alloy wheels, split-folding rear seats, remote entry and ABS.

At $17,490, the GTS is the top trim. It adds a sportier suspension setup and huge, 18-inch alloy wheels. The disc brakes are also larger on the GTS, and there’s a body kit and rear spoiler to add to the sports car look.

My tester had the optional Sun & Sound package, which added a sunroof and a 650-watt Rockford-Fosgate six-CD sound system with a subwoofer for $1,500. It’s not an insignificant price, but the stereo isn’t one of those “I could build a better one myself for the money” affairs. I tested a number of CDs on it, and the bass from the sub perfectly matched whatever I was listening to. It never distorted the sound, even during bass-heavy hip-hop selections. Rock fans will be just as happy, as the mid-ranges hold their own with the bass. Clarity was also superb. It will bring the price right up to $20,000, but it’s an option that’s hard to pass up if you’re already thinking about the GTS.

There’s also a $2,000 Navigation & Technology package that includes a 30GB hard drive navigation system that can also play digital music. The price tag is an additional $2,000. Leather seating surfaces aren’t offered on any trim level.

Safety
The Lancer comes with seven airbags, including seat-mounted side airbags, side curtain airbags and a knee airbag for the driver — a relative rarity in this segment. ABS is optional on the DE base trim and standard on the ES and GTS.
The Insurance Institute for Highway Safety has not yet crash tested the new Lancer.

Lancer in the Market
In an ultra-competitive segment, the new Lancer has a few things going for it, not the least of which is its looks. Because many shoppers in the compact segment are younger, first-time buyers, Mitsubishi’s stylish design could pay off with trendsetters in the under-30 set.

The fact that there is still a significant amount of value in the Lancer to go along with its sporty driving dynamic doesn’t hurt, either. Its main fault is that it doesn’t drive as aggressively as it looks, but nothing in this class does. After a week in the Lancer, I felt like I had been driving it for a year, and it had enough sporty attitude for most drivers out there. And I didn’t mind all the attention I got in it, either.

2009 Mitsubishi Eclipse Spyder Vehicle Overview

Introduction

Affordable convertibles with backseats are usually not the most thrilling automobiles in the world. Normally, they’re the darling of Florida rental car fleets, offering a pleasant top-down motoring experience with little flair and little fuss. The 2009 Mitsubishi Eclipse Spyder is not without flaws, but a handful of appealing attributes help it avoid this rental-car stigma.

Item number one is the Eclipse’s swoopy styling. The bulbous fenders give the car an aggressive look, and there’s a new blacked-out front fascia this year that mimics the look of cars like the Mitsubishi Lancer Evolution and Nissan GT-R. Also, while the front-drive Eclipse will never be able to keep up with an Evo, it does boast decent handling and an optional 265-horsepower V6. In short, the Eclipse is considerably more entertaining than the typical rental-fleet fare.

However, while the 2009 Spyder’s styling and power help set it apart, its practicality pales when compared with other four-seat convertibles. The upright backseat is all but uninhabitable, and rearward visibility with the roof raised is notably poor. Speaking of which, the Spyder’s soft top is less appealing than the quieter retractable hardtops offered by many competitors.

Overall, deciding on a 2009 Mitsubishi Eclipse Spyder is all about priorities. If you want a comfy cruiser or something with a usable rear seat, consider a Chrysler Sebring, Pontiac G6 or Volkswagen Eos. Alternatively, if you want a truly sporty convertible, the Ford Mustang is a better option. But if what you’re looking for is something that can do a little of everything, the Eclipse Spyder is a respectable choice.

Body Styles, Trim Levels, and Options

The 2009 Mitsubishi Eclipse Spyder is a four-seat convertible available in GS and GT trim levels. Standard equipment on the GS includes 17-inch alloy wheels, a power cloth soft top, foglights, keyless entry, air-conditioning and a nine-speaker Rockford Fosgate stereo with a subwoofer and in-dash six-CD changer. No auxiliary audio jack is available. The GT adds a V6 engine, 18-inch alloy wheels, larger rear brakes, xenon headlamps, an outside temperature display and a compass.

The Deluxe Leather Package available for the GS adds upgrades such as leather upholstery, heated side mirrors and heated front seats. The GT’s Premium Sport Package adds those items plus machine-finish wheels, automatic climate control, a six-way power driver seat and a removable wind deflector.

Powertrains and Performance

The base Mitsubishi Eclipse Spyder GS features a 2.4-liter four-cylinder engine that produces 162 hp and 162 pound-feet of torque. A five-speed manual is standard and a four-speed automatic is optional. Fuel economy is 19 mpg city, 26 mpg highway and 22 mpg combined. The Spyder GT receives a powerful 3.8-liter V6 that makes 265 hp and 262 lb-ft of torque. It gets a six-speed manual standard with a five-speed automatic optional. The GT’s fuel economy is a crossover-like 16 city, 24 highway and 19 combined with the automatic transmission, and virtually identical mpg with the manual.

Safety

The 2009 Mitsubishi Eclipse Spyder comes standard with antilock disc brakes and front-seat side airbags (with head and torso coverage). GT models further benefit from traction control and stability control. Stability control is not offered on the GS. In testing by the Insurance Institute for Highway Safety, the Eclipse Spyder was given the highest rating of “Good” in both frontal-offset and side-impact crash tests.

Interior Design and Special Features

The Eclipse Spyder’s cockpit has an attractive flowing dash, simple controls and generally high-quality materials, although there are some cheap bits here and there. The available two-tone color schemes are an attractive touch; however, some may find the terra cotta and white combo a little like sitting inside a Creamsicle. (With that color combo, oddly enough, the backseat remains black.) Front-seat comfort is above average for this type of vehicle, but the upright two-person rear seat is suitable for children only — and small ones at that.

The Spyder features a three-layer convertible cloth top. Dropping it is a cinch. Release the header latches, hit a button and the top stows itself under the solid tonneau cover in 19 seconds — and it goes up just as rapidly. Unfortunately, this design severely limits rear visibility with the top up, and trunk space measures only 5.2 cubic feet.

Driving Impressions

The 2009 Mitsubishi Eclipse Spyder handles well for a front-drive convertible and delivers a fairly supple ride given its sporting pretensions. There is a little more chassis flex over bumps than we’d like and the car’s turning circle is a shade south of nautical, but that’s not enough to spoil an otherwise enjoyable driving experience. The base four-cylinder engine found in the Spyder GS will get you where you need to go, but the GT’s V6 is a better choice. Not only does it add some personality to the Eclipse thanks to its snorty exhaust note, but it also compensates well for the GT’s portly 3,700-pound weight. (Four-cylinder models are a couple hundred pounds lighter.) The manual transmission is recommended for those so inclined, as it’s easy and fun to shift.

For almost two decades, the Mitsubishi Eclipse has been a mainstay of the affordable sport coupe market. Originally known for its turbocharged and all-wheel-drive performance, the Eclipse has become more comfort-oriented in recent years. But thanks to available V6 power and a sporty design inside and out, the Eclipse continues to be a solid choice.

The 2009 Mitsubishi Eclipse represents the car’s fourth generation, on sale since 2006. This year, Mitsubishi has given the car a freshened look that takes styling cues from more expensive sports cars. The most noticeable aesthetic change is the large trapezoidal front grille, which is reminiscent of the latest Mitsubishi Lancer Evolution and Nissan’s GT-R supercar. The 2009 Eclipse also gives up its “light focusing” headlamps in favor of projector beams, with high-intensity discharge (HID) lamps standard on the GT version. The powertrain and interior stay the same, although the GT trim level sees an extra 2 horsepower thanks to a new dual exhaust system.

These changes are minimal, however, and the 2009 Eclipse faces increasingly stiff competition from other sporty models in the $20,000-$30,000 range. The rear-wheel-drive Ford Mustang coupe gives V6-powered Eclipses a run for their money, although the Eclipse is more refined. Other moderately priced models with comparable or superior all-around performance include the Honda Civic Si and the supercharged Scion tC as well as “hot hatches” such as the Mazdaspeed3, Subaru WRX and Volkswagen GTI.

Don’t get us wrong — we still think the 2009 Mitsubishi Eclipse is a good choice for buyers prioritizing good looks and decent performance at an attainable price. But we do recommend that you shop around a bit before making a final decision.

Body Styles, Trim Levels, and Options

The 2009 Mitsubishi Eclipse hatchback sport coupe comes in two trim levels: GS and GT. The GS comes standard with 17-inch alloy wheels, keyless entry, cruise control, 50/50-split-folding rear seats and full power accessories. The standard six-speaker audio system includes a CD player and MP3 playback capability. An auxiliary audio jack isn’t available. The V6-powered GT model bumps the wheel size up to 18 inches and adds xenon HID headlamps, foglamps, larger rear brakes, a rear spoiler, a compass and outside temperature display.

There are two major options packages for the Eclipse coupe. The Sun and Sound package, available on both the GS and GT, adds a sunroof, a rear window wiper, an auto-dimming rearview mirror, aluminum pedals, a rear cargo shelf and the compass and temperature display (GS). An especially notable addition with this package is the rockin’ 650-watt Rockford Fosgate premium audio system with satellite radio, a six-CD/MP3 changer and a 10-inch subwoofer. Steering wheel audio controls are also added.

The optional Premium Sport Package is available on the GT only and includes most of the options from the Sun and Sound package, with the addition of heated side mirrors, heated leather front seats, automatic climate control and a power driver seat.

Powertrains and Performance

The Eclipse GS comes with a 2.4-liter four-cylinder engine that produces 162 hp and 162 pound-feet of torque. It’s paired with either a five-speed manual transmission or an optional four-speed automatic with manual shift control. The GT’s 3.8-liter V6 produces 265 hp — a smidge more than last year thanks to the new exhaust system — and 262 lb-ft of torque. It’s teamed with either a six-speed manual transmission or an optional five-speed automatic.

Fuel economy ratings for the 2009 Mitsubishi Eclipse remain respectable, albeit not phenomenal. The GS gets 20 mpg in the city and 28 mpg on the highway with the manual transmission (23 combined), and 20 city/26 highway with the automatic. Naturally, the V6 doesn’t fare as well, with a rating of 16/25 mpg (20 combined) for the manual and 17/25 for the automatic.

Safety

The 2009 Mitsubishi Eclipse offers quite a bit of standard protection, at least for those riding in the front seat. Both trim levels come with antilock brakes, front seat-mounted airbags and side curtain airbags. Open head restraints protect front occupants, but are absent in the rear. Stability control comes standard on the GT but is not available on the GS.

Interior Design and Special Features

The interior remains unchanged on the 2009 Mitsubishi Eclipse. Stylish touches, such as the flowing shape of the dash, pale blue instrument backlighting and unique door releases, still look modern but aren’t made of the highest-quality materials. Front seats are comfortable and supportive, but the backseat seems more for decoration than function. Still, the hatchback body style and 50/50-split-folding rear seat make the Eclipse better than expected at carrying cargo.

Driving Impressions

The Eclipse’s front-wheel-drive platform and considerable curb weight mean that the car does its best work in a straight line. The GT’s V6 offers plenty of power, although spirited drivers will encounter wheelspin off the line and torque steer during hard acceleration. On four-cylinder models, acceleration tends to be sluggish. Handling is sporty enough, although the large turning circle can prove frustrating. All in all, the car is like an average student who goes far in life thanks to an inherent cool factor and impressive good looks.

Cargo Volume:    15.7 Cubic Feet
Curb Weight:    3,479 Pounds
Doors:    2
Ground Clearance:     6.1 Inches
Height:    53.5 Inches
Length:    180.4 Inches
Passenger Volume:    81.6 Cubic Feet
Seating Capacity:    4 People
Tire Aspect Ratio:    45%
Tire Wheel Diameter:    18 Inches
Tire Width:    235 Millimeters
Truck Bed Height:    Not Listed
Truck Bed Length:    Not Listed
Truck Bed Width from Walls:    Not Listed
Truck Bed Width from Wheels:    Not Listed
Wheelbase:    101.4 Inches
Width:    72.2 Inches

2009 TrimsName    Doors    Drive    Engine    MPG    Fuel    MSRP    Seats    Transmission
GS    2    FWD    2.4L I4    22 Miles    Gasoline    $20,099    4    4-Speed Automatic
GS    2    FWD    2.4L I4    23 Miles    Gasoline    $20,099    4    5-Speed Manual
GT    2    FWD    3.8L V6    20 Miles    Gasoline    $23,999    4    5-Speed Automatic
GT    2    FWD    3.8L V6    19 Miles    Gasoline    $23,999    4    6-Speed Manual

2008 TrimsName    Doors    Drive    Engine    MPG    Fuel    MSRP    Seats    Transmission
GS    2    FWD    2.4L I4    22 Miles    Gasoline    $19,999    4    4-Speed Automatic
GS    2    FWD    2.4L I4    23 Miles    Gasoline    $19,999    4    5-Speed Manual
GT    2    FWD    3.8L V6    20 Miles    Gasoline    $23,499    4    5-Speed Automatic
GT    2    FWD    3.8L V6    19 Miles    Gasoline    $23,499    4    6-Speed Manual
SE    2    FWD    2.4L I4    22 Miles    Gasoline    $23,799    4    4-Speed Automatic
SE    2    FWD    2.4L I4    23 Miles    Gasoline    $23,799    4    5-Speed Manual
SE-V6    2    FWD    3.8L V6    20 Miles    Gasoline    $28,599    4    5-Speed Automatic
SE-V6    2    FWD    3.8L V6    19 Miles    Gasoline    $28,599    4    6-Speed Manual

Its design origins can be traced back to the Mitsubishi SSU which debuted at the 1999 North American International Auto Show, although the Endeavor does not share the concept’s mechanical underpinnings. The prototype was powered by a 310 PS version of the 6A13TT 2.5 L twin-turbo V6, which directed the power to a full-time all wheel drive system through its INVECS-II five-speed semi-automatic transmission and AYC. When the Endeavor debuted, it used the 6G75 3.8 L V6 offering 215 hp (improved to 225 hp (168 kW) in 2004) and 250 ft·lbf, mated to a four-speed semi-automatic transmission with an optional all wheel drive system that splits the torque 50/50 by default.

The Endeavor’s performance in the marketplace has to date failed to meet Mitsubishi’s expectations. On its release in March 2003 the company aimed for 80,000 annual sales but achieved only 32,054 by the end of its debut year. The Endeavor has received some criticism because it requires premium grade gasoline, whereas most of its competitors run on regular grade. This is especially crucial given the current high gas prices. It received a mild restyle for the 2006 model year, but has received no significant changes yet in its lifetime.

The Endeavor is a midsize crossover SUV from Mitsubishi that combines smart styling with lots of room for five people and their gear. As is the case with other crossovers, the Mitsubishi Endeavor combines the elevated seating position and hauling ability of a traditional SUV with a smoother, more carlike ride and better fuel economy. But as with most crossovers, it lacks the serious off-road and heavy-duty towing abilities of a truck-based SUV.

When first introduced, the Mitsubishi Endeavor earned a surprise win in an Edmunds comparison test. It won with a combination of good looks, torque-filled engine performance, smart handling and excellent (for a crossover) off-road performance. Complaints were limited to some questionable styling elements and material choices in the cabin.

Mitsubishi has made further improvements since then, though the Endeavor still lacks a third-row seat, a feature that has lately become a must-have for this type of vehicle. It’s also starting to be a bit outclassed in terms of feature availability, engine power and transmission gearing. Even so, we still think pretty highly of this vehicle. Despite the Endeavor’s lack of sales success, we certainly think shoppers in this segment (who don’t need a third-row seat) should take a close look.

Current Mitsubishi Endeavor.

The Mitsubishi Endeavor is based on vehicle architecture that’s shared with Mitsubishi’s Galant sedan. Currently, there are two trim levels: LS and SE. Both trims are powered by a 3.8-liter V6 that produces 225 horsepower and 265 pound-feet of torque. A four-speed automatic transmission with a trendy manual shift mode is standard. While this is less power than most competitors offer, the Endeavor has a wide and flat torque curve that gives it performance that belies its horsepower numbers. However, the four-speed automatic seems a bit outdated in a segment where five and even six-speed transmissions, and their subsequent enhancements to fuel economy, are becoming the norm.

The Endeavor is available with front-wheel drive or all-wheel drive. AWD models are equipped with standard stability control, which supplements the traction control that is standard on FWD trims. Stability control is unavailable on FWD models, a notable omission. However, the Endeavor is now equipped with standard rollover-sensing curtain side airbags and a tire-pressure monitoring system. The Endeavor earned high marks for crashworthiness in both government and Insurance Institute testing.

The entry-level LS trim features A/C, full power accessories and a CD player. If you want such niceties as leather, high-end audio with satellite radio, navigation, heated seats or a sunroof, you will have to step up to the SE trim and its several available option packages. Some higher-end features, such as keyless start, a panoramic sunroof, a rear entertainment system and a back-up camera, are unavailable.

Past Mitsubishi Endeavor Models.

The Mitsubishi Endeavor was introduced for the 2004 model year. Initially, there were three trims: base LS, midlevel XLS and the top-of-the-line Limited. Shortly after, it was updated as a 2004.5 model. Endeavor’s midyear changes included lower pricing, a longer warranty, the addition of daytime running lamps, dual-stage front airbags, a tire-pressure monitoring system and 10 more horsepower. ABS became available on LS 2WD models and was already standard on XLS and Limited FWD models.

This midyear upgrade also included standard front side airbags and a leather steering wheel for the Endeavor XLS. New options included a rear-seat entertainment system and stability control for the all-wheel-drive Limited. Shoppers interested in a used ‘04 Endeavor should only consider the updated version.

Mitsubishi shuffled the trim levels recently; the XLS was dropped in 2006 and the Limited trim was replaced by an SE trim for 2007. The current SE and various SE option packages maintain the equipment levels of the former trim, and enhance it with newly available features including the navigation system and a Rockford Acoustic Design stereo. However, the rear DVD entertainment center has been eliminated.

The Mitsubishi Double Shotz is designed to represent the ultimate Mitsubishi vehicle and the spirit of the brand’s future. The Double Shotz celebrates the 4G63 engine (by using two of them) and the Lancer Evolution. “The design takes the concept of the Lancer Evolution to the next level and ties it in with the enjoyment and imagination of the Hot Wheels® brand,” said Ragle.

Research and Design of America (MRDA) employee Gary Ragle is among seven designer finalists to be selected in the company’s first-ever Hot Wheels® Designer’s Challenge™. MRDA was among six automotive manufacturers to participate in the challenge, which marked the first time Hot Wheels® has turned outside the company to seek new vehicle designs.

Created to represent the ultimate Mitsubishi vehicle and the spirit of the brand’s future, the sleek design of Ragle’s Mitsubishi Double Shotz celebrates the 4G63 engine and the Lancer Evolution. “The design takes the concept of the Lancer Evolution to the next level and ties it in with the enjoyment and imagination of the Hot Wheels® brand,” said Ragle.

After being selected by a panel of judges that included editors from the Los Angeles Times, Car and Driver, and Men’s Journal, along with Hot Wheels® designers and executives, the designs were unveiled at the Specialty Equipment Market Association (SEMA) Show in Las Vegas on October 30th, 2007. The Hot Wheels® Designer’s Challenge™ product line will be available in stores in the spring of 2008.

The Mitsubishi Concept-cX is a concept car developed by Japanese automaker Mitsubishi Motors, and first exhibited at the 62nd Frankfurt Motor Show in July 2007. It was also exhibited at the 40th Tokyo Motor Show in September the same year.

Designed for the growing mini crossover SUV market niche, promotional material for the car concentrated heavily on its environmentally friendly attributes. It is powered by a 1.8 litre four cylinder turbodiesel engine, mated to the company’s new SST twin-clutch transmission, and meets the Euro V 2009 European emission standards.[4] Much of the interior trim uses Mitsubishi’s Green Plastic, a plant-based resin material not derived from petroleum as traditional plastics are.[1] An eventual production version of the Concept-cX would face rivals such as the Daihatsu Terios, Suzuki SX4 and Toyota Urban Cruiser.
Mitsubishi’s Concept cX after the automaker took the wraps off its dual-purpose crossover. The AWD concept draws cues from the recently redesigned Lancer, with a mildly raked front clip, tautly drawn headlamps, a gaping maw and a duo of heavily accented swage lines that flank the hood and sides. Power comes via a 134 HP 1.9-liter variable turbine geometry-equipped turbo diesel making 206 lb.-ft. of torque. Grunt is sent to all four wheels via a dual-clutch SST automated manual transmission, while the exterior is made of more eco-friendly elements, including organic resin from bamboo.

You can read through Mitsubishi’s full press release after the jump, and check out the full gallery below.

MITSUBISHI released new photos and information on the MITSUBISHI Concept cX that will be unveiled at Frankfurt. The MITSUBISHI Concept cX is powered by a 1.8 liter clean diesel engine with a variable geometry (VG) turbocharger and a diesel oxidation catalyst (DOC) with diesel particulate filter (DPF) in the exhaust system for compliance with Europe’s Euro 5 emission standards.

The MITSUBISHI Concept-cX is a new-generation compact SUV that realizes the ideal balance between environmental and everyday practical performance. The concept car is powered by a new Euro 5 compliant high-output,
high-efficiency 1.8-liter clean diesel engine mated to Mitsubishi’s new Twin Clutch SST (Sport Shift Transmission) that delivers superior power transmission efficiency. This powertrain delivers zippy performance with excellent fuel economy and low emissions. Among the number of new environmental technologies applied in the Concept-cX is the extensive use of interior trim materials made from Mitsubishi’s own Green Plastic — made from bamboo and other plant-based resins — part of an effort to stop global warming and slow the depletion of oil reserves.
MITSUBISHI Concept-cX product features

* The MITSUBISHI Concept-cX is a compact car that creates a new SUV/sports hatchback crossover category; a crossover that stirs a sense of adventure to “cut a swathe” through the hustle and bustle of urban life. The design gives the exterior a purposeful and functional form using a dynamic wedge shape and large tires. The front visage combines the inverted-slant nose with trapezoidal grille that defines the new Mitsubishi Motors design identity and tailors this to the car’s crossover pedigree to project an appearance that is aggressive and powerful. MITSUBISHI Concept cX new info Gallery: MITSUBISHI Concept cX new info
The interior uses a modern and sporty design that engenders a sense of expectation about the car’s performance and melds this with a high level of comfort. By visually accenting the strength of the underlying frame structure and through the contrasting use of soft padding, the design creates an interior space that wraps its occupants in a protective and comfortable cocoon.

* The concept car uses a new high-output, high-efficiency 1.8-liter clean diesel engine, featuring a variable geometry (VG) turbocharger for optimum boost control and a diesel oxidation catalyst
(DOC) with diesel particulate filter (DPF) in the exhaust system for compliance with Europe’s Euro 5 emission standards. The power unit is mated to Mitsubishi’s new Twin Clutch SST (Sport Shift Transmission) which delivers superior power transmission efficiency in a powertrain that realizes zippy performance with excellent fuel economy and low emissions.

* MITSUBISHI Concept-cX employs interior trim materials made from Mitsubishi’s own Green Plastic — made from plant-based resins — in a step to stop global warming and slow the depletion of oil reserves.

* In its packaging MITSUBISHI Concept-cX ’s 4100 mm compact body makes for easy maneuverability
around town and the high driving position improves visibility and brings the easy drivability expected of a SUV. Utility is enhanced with the split tailgate already well received on the Outlander for the way it facilitates loading and unloading of luggage. In the performance department, Concept-cX also uses Mitsubishi’s electronically-controlled 4WD system and large 225/45R19 tires to deliver outstanding handling performance and stability both on tarmac and off-road.

Part I: Aston Martin V8 Vantage, Ferrari 360 Challenge Stradale, Ford GTX1, Lamborghini Gallardo (Spyder, Superleggera), Mercedes-AMG, McLaren Mercedes SLR, Pagani Zonda F

Part II: Lamborghini Murcielago LP640, VW Golf MKV R32, Toyota Supra, Königsegg CCX, Aston Martin V12-Models, Bugatti Veyron, Ferrari Enzo, Nissan Skyline GTR, Porsche 911 (GT3 & Turbo), Ferrari 430, Ford GT & Mustang

Part III: Audi RS4 (V8, MTM), Porsche Carrera GT (& Gemballa Mirage GT), BMW-M (M5, M3 CSL, Hartge H1, Z4M), Nissan 350Z, some others…

Part IV: BMW E92 M3, Cargraphic 911 GT3 RS, Formula 1, Ferrari FXX / F430 Scuderia, some Porsches, a lot of American Muscle, Tubi Style Murcielago & F40/F50/355/360CS, some Imports

Part V: Toyota Supras, Nissan Skylines, Mazda RX7s, SpeedArt Porsches (911, Boxster, Cayenne), Vipers, Carlsson Mercedes (SLK, SL, E), Golf R32 Turbos, M3s, Heffner Gallardo TT, WAIT FOR THE END!!!

Part VI: Caparo T1, Formula 1, Ferrari FXX, Renault Hillclimb, Maserati Tropheo, more American Muscle, loud BMW M5, Nissan 350Z, HKS Skyline, AMS Evo, tuned Carrera GT, Heffner Ford GT, Lexus LF-A, Loaded M3 CSL, LP640, Aston Martin DBS, Ferrari 599, tuned Porsches

Part VII: Audi R8LM, Audi S1 Rally Car, Nissan Skyline, Kreissig 911GT3, Kreissig Lamborghini Countach, Porsche Carrera GT, Zonda, Viper Racingcar, Lamborghini Murcielago..

Part VIII: Several Ferraris, F1, a lot of Racing Cars, Corvette C6R/C5R, Saleen S7R, V8s, Mazda 787LM, McLaren F1, Edo Maserati MC12, BMW M3 GTR, Ascari A10, Cadillac CTS-V Driftcar, RX7, Evo, 350Z, Supra, Lamborghini Gallardo & Diablo GT..

For more than a decade and a half, the Mitsubishi Eclipse has been one of America’s more popular sport coupes. Its success can be attributed to several factors that have remained constant throughout its run, including sleek styling, powerful engines, a decent amount of comfort, and affordability.

Interestingly, these traits also describe the traditional domestic rear-drive sport coupe, and some have described the Mitsubishi Eclipse as the Japanese version of a pony car. They point out that the Eclipse has typically not been as nimble as other imported coupes, and has instead been best at straight-line performance. The Eclipse has also always been designed solely for the U.S. market and is a rarity in other parts of the world.

The original Eclipse was the result of a joint venture in the mid-’80s between Mitsubishi and Chrysler, known as Diamond Star Motors (DSM). For model-year 1990 at a plant in central Illinois, the partners started production of what was known as the Diamond Star triplets: similar versions of the same Mitsubishi-engineered car, including the Eclipse, the Eagle Talon and the Plymouth Laser. The DSM partnership no longer exists as it once did, and only the Eclipse remains in production.

In total, there have been four generations of the Eclipse. Measured in terms of all-around performance and design, the latest one can be considered the best yet. But earlier Eclipses, assuming they have been cared for properly, could become an affordable and enjoyable purchase for the budding sport coupe enthusiast.

The latest Mitsubishi Eclipse has been available since the 2006 model year. It has a hatchback body style and can seat up to four people. Mitsubishi builds it on the same platform used for its Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse GT is its 263-hp, 3.8-liter V6.

Both versions are front-wheel drive. The GS can be equipped with either a five-speed manual or a four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. Popular options include a sunroof and a powerful Rockford Fosgate audio system.

In reviews, the Mitsubishi Eclipse has earned favorable commentary for its powerful V6 engine, comfortable front seating and stylish interior. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models and a large turning radius.

Most consumers shopping for a used Eclipse will encounter the third-generation model, which was sold from 2000-’05. Like the current model, it has a hatchback body style, front-wheel drive and four-cylinder or V6 power. It’s smaller than the current model, however, and less refined. The RS and GS trims of this generation were powered by a 2.4-liter four-cylinder good for 154 hp. The GT had a 205-hp 3.0-liter V6. All could be had with either a five-speed manual transmission or four-speed automatic.

Although this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors noted that the Eclipse was not as sporting as previous versions and had a low-quality interior. Nor did the car change much during its run, though in 2003 Mitsubishi added a GTS trim that had a slightly more powerful V6 (210 hp) and more standard equipment.

When new, the first- and second-generation Eclipses were considered some of the best affordable sport coupes available. The original debuted in 1990. This Eclipse was also a hatchback, and these early models can be identified by their pop-up style of headlights. There were four different trim levels, each offering its own mix of powertrains. The top-of-the line model was the Eclipse GSX, which boasted a 195-hp turbocharged four-cylinder engine and all-wheel drive. In 1992, minor updates were made, including the addition of fixed headlights.

Compared to the foreshortened, almost stubby first Mitsubishi Eclipse, the second version (1995-’99) seemed long, sleek and gorgeous. It was a bit bigger than the earlier car and in many ways very similar mechanically. Normally aspirated or turbocharged engines were again offered, as was front-wheel or all-wheel drive.

With any of these early models, poor resale values have sunk purchase prices to very attractive levels. But reliability has never been a strong point for the Eclipse, and finding a well-maintained one (especially a turbocharged model) will be key for the smart shopper.

Richard Burns (January 17, 1971, Reading, Berkshire, England – November 25, 2005) was a British rally driver from England. He was the 2001 World Rally Champion, having previously finished runner-up in the series in 1999 and 2000. He also helped Mitsubishi to the world manufacturers’ title in 1998, and Peugeot in 2002. His co-driver from the 1991 to 2003 seasons was Robert Reid.

He started driving in a field near his house at the age of eight, in his father’s old Triumph 2000. At eleven Burns joined the Under 17 Car Club, where he became driver of the year in 1984. Just two years later his father arranged a trip to Jan Churchill’s Welsh Forest Rally School near Newtown, Powys where Burns drove a Ford Escort for the day, and from that moment on he knew what he wanted to do. He badgered his father into letting him join the Craven Motor Club in his home town Reading where his talent was spotted by rally enthusiast David Williams. In 1988 he entered his first rallies in his own Talbot Sunbeam. The car was too basic to make much impression and in 1989 he had to borrow other competitors cars in order to progress. To this end he rallied the stages of Panaround, Bagshot, Mid-Wales, Millbrook, Severn Valley, Kayel Graphics and the Cambrian Rally as these were all rallies which included stages used on more prestigious events.

In 1990 he joined the Peugeot Challenge after David Williams bought Burns a Peugeot 205 GTI. He got his first taste of a World Rally Championship event in Great Britain as a prize for winning the Peugeot Challenge that year. In 1991 Burns met Robert Reid, the man who was to become his co-driver for the next 12 years. For 1992 Williams bought Burns a Group N Subaru Legacy and with the support of Prodrive won the National Championship. This year also saw Burns help out Colin McRae with his gravel notes[3] as Prodrive saw him as a promising driver for the future.

In 1993 he joined the Subaru Rally Team for the British Rally Championship alongside Alister McRae where he won four rallies on the Vauxhall Sport, Pirelli, Scottish, and Manx International stages delivering Burns the title of the series’ youngest ever champion that year.

1996 saw an opening with Mitsubishi Ralliart at international level, seized upon with sufficient vigour to guide Burns to victory on that year’s Rally New Zealand – albeit then, only a fixture within the Asia-Pacific Rally Championship. Even so, the fending off of such calibre competition as works-backed Subaru heavyweights Kenneth Eriksson and Piero Liatti only added gloss to an increasingly fervoured reputation. Come 1998, he had won his maiden World Rally Championship event on the treacherous stages of the Safari Rally, piloting a Mitsubishi Carisma GT. He added a second career victory on his swansong outing for Mitsubishi on that year’s Rally Great Britain, the event where the dramatic late retirement from fourth of Toyota’s Carlos Sainz secured the drivers’ title for his team-mate and first leg super special stage retiree on a patch of oil, Tommi Makinen, as well as confirming the constructors’ accolade for Mitsubishi.

Burns moved to the Prodrive-run Subaru World Rally Team under David Richards for the 1999 season, joining Juha Kankkunen and Bruno Thiry as part of the factory team driving Subaru Impreza WRCs, replacing Ford-bound fellow Briton, Colin McRae. Burns worked his way to a career high of second place in the drivers’ standings, adding to his win tally. He also led Subaru to second in the constructors’ series behind the Formula One departing Toyota team. On that year’s Rally Argentina, he was upstaged for victory by virtue of a team order mix-up by veteran team-mate Kankkunen. He was a long-time contender for the title in 2000, but crashed out on the Rally Finland in mid-season handing the momentum to eventual champion, and future team-mate, the Peugeot driver Marcus Grönholm who had been competing in his first year as a full-time factory driver. Even so, a stirling comeback from the lower reaches of the top thirty to win on the season-ending Rally of Great Britain kept the Burns name well entrenched within public conscience.

The 2001 rally season began inauspiciously for Burns – neither of the season curtain raisers, the Monte Carlo Rally or the Swedish Rally, yielded points scores, placing in peril before it had began, the Englishman’s title bid. Fourth place in a rain-drenched Portugal kicked his campaign into action prior to second place finishes on the gravel rallies of Argentina and Cyprus, on both occasions to Ford’s Colin McRae. Nonetheless, both the Scotsman and Monte Carlo victor Tommi Makinen were later to hit upon snags of their own, while Burns’ own consistent points scoring culminated in a first and only individual rally victory of the season in New Zealand, with McRae beaten into second. Burns then finished second on the Rally Australia to close within two points of new standalone series leader McRae, although the Scotsman and Makinen were to struggle to fifth and sixth respectively on this event (and the last of the drivers’ points-scoring positions) amid controversy over McRae arriving to time control too late at the end of the first leg of the event to be able to choose a favourable running order on the ball-bearing gravel for day two. Meanwhile the Finn, for his part, continued to struggle with a newly homologated version of the Mitsubishi Lancer Evolution World Rally Car he had been entrusted with, which had only been introduced by his team a few rounds earlier in San Remo. A four-way title decider, also including nine-point adrift outsider, Ford driver Carlos Sainz, thus beckoned on the final round of the series in Great Britain.

There, all three of Burns’ rivals were to have suffered retirement from the event by the end of the second leg proceedings on Saturday. On Sunday, November 25, 2001, therefore, Burns’ third place finish behind Peugeot duo Gronholm and Harri Rovanpera enabled him to become the first Englishman to win the World Rally Championship. When Richard passed the finishing line at the final stage of the final rally in 2001, Burns uttered words thought to be paying tribute to his codriver Robert Reid: “You’re the best in the world”. To commemorate the title success, Subaru produced a special edition of the Subaru Impreza in the UK called the RB5. A messy legal battle ensued for the Englishman’s services for the following 2002 season, from which fresh suitors, 2000 and 2001 manufacturers’ champions Peugeot emerged victorious.

Burns joined Peugeot for the 2002 season. Although Peugeot were the pacesetting team of the period, Burns had difficulty matching the pace of team-mates Marcus Grönholm (on gravel) and Gilles Panizzi (on tarmac). Therefore the existing tally of ten WRC triumphs were not to be added to, with the quest for a second world title proving equally fruitless for Burns. He cobbled together a title challenge, albeit founded more on regular podium finishes than on victories, for much of the 2003 season – a feat which did not convince him to remain at the wheel of the 206 WRC. The gloomy prospect of a continued winning drought with the French team left Burns poised to rejoin Subaru, having signed for them for the second time beginning with the 2004 season, the ploy being to couple him with the eventual 2003 title winner, Norway’s Petter Solberg. In November 2003, however, with the Englishman heading to the season-ending Wales Rally GB still in the frame to duke it out for that title, Burns suffered a blackout while driving with Ford driver Markko Martin to the rally. He was withdrawn from the event, and thus the title fight, and duly diagnosed with an astrocytoma, a type of brain tumour. He did have a brief stint out of hospital in summer of 2004, only to be made to return, undergoing chemotherapy and radiotherapy, as well as surgery in April 2005 that was described as “very successful”.

WRC Victories

# Event Season Co-driver Car
1 Flag of Kenya 46th Safari Rally Kenya 1998 Robert Reid Mitsubishi Carisma GT Evo 4
2 Flag of the United Kingdom 54th Network Q Rally of Great Britain 1998 Robert Reid Mitsubishi Carisma GT Evo 4
3 Flag of Greece 46th Acropolis Rally of Greece 1999 Robert Reid Subaru Impreza WRC
4 Flag of Australia 12th Telstra Rally Australia 1999 Robert Reid Subaru Impreza WRC
5 Flag of the United Kingdom 55th Network Q Rally of Great Britain 1999 Robert Reid Subaru Impreza WRC
6 Flag of Kenya 48th Sameer Safari Rally Kenya 2000 Robert Reid Subaru Impreza WRC
7 Flag of Portugal 33° TAP Rallye de Portugal 2000 Robert Reid Subaru Impreza WRC
8 Flag of Argentina 20° Rally Argentina 2000 Robert Reid Subaru Impreza WRC
9 Flag of the United Kingdom 56th Network Q Rally of Great Britain 2000 Robert Reid Subaru Impreza WRC
10 Flag of New Zealand 31st Propecia Rally New Zealand 2001 Robert Reid Subaru Impreza WRC

Late on Friday, November 25, 2005, four years to the day after winning the World Rally Championship, Burns died at the age of 34, after having been in a coma for some days as a result of a brain tumour. His death was overshadowed by the much covered death on the same day of footballer George Best.

The British television show Top Gear, well known for its irreverent attitude toward most celebrities, aired a tribute to Burns during the December 4, 2005 show. The host, Jeremy Clarkson, said that “the news has been completely dominated, as far as we’re concerned, by the sad death of Richard Burns.” After playing a montage of Richard Burns footage, Clarkson, who lived near Burns, shared an anecdote about Burns playing video games with his 7-year old son and commented, “He was just such a nice guy. I’m going to miss him…badly.” No other motoring news was announced in that episode.

A memorial service for Burns was held at St Luke’s Church in Chelsea on Thursday 22 December 2005, with readings from BBC TV’s Jeremy Clarkson and Steve Rider, and a tribute paid by one of Burns’ closest friends, photographer Colin McMaster. Subaru also paid tribute to Burns at Castle Combe in 2006, when over 50 Subaru Impreza RB5s took to the track, including the RB5 number #001 driven by Alex Burns (Richard’s father).

During the 2006 Goodwood Festival of Speed, a charity was founded in his name with a purpose to “inspire and support people with serious injury and illness”, named RB Foundation. The foundation also raises money for the Michael Park Fund, which deals with improving safety in motorsport events.

Subaru released a special edition Impreza WRX STI in 2007 – the RB320 – in memory of Burns. It features a 320 bhp (240 kW) Prodrive Performance Pack, Prodrive developed suspension, sports spring kit and is available only in Obsidian Black colour. Proceeds went to the RB Foundation.

The Scottish band Travis dedicated their album The Boy With No Name to Burns’ memory.

He is survived by his girlfriend Zoe Keen.

Once again I find myself too fast, out of shape, and on the wrong line, my front tires howling as they understeer toward potential disaster. But in the split second between realization and frantic corrective action, a faint push at the outside rear wheel silences the howl, and we tuck back in line as the corner exit magically appears. Now I’m positive there are ghosts in this machine, computer-driven spirits that whisper quickly and quietly to each other before conjuring up just this sort of electromechanical wizardry.

Mitsubishi Motors is introducing the 2008 Lancer Evolution, the newest and most sophisticated version of the legendary high-performance model series that began 16 years ago. While remaining true to the core values that have made the Lancer Evolution synonymous with thrilling performance, the next-generation model offers all-around capability and user technology that distinguish the world’s best performance models.

The strikingly styled 2008 Lancer Evolution showcases new performance and handling technology, including an all-new 291-bhp 2.0-liter turbocharged/intercooled engine and the Super-All Wheel Control (S-AWC) dynamic handling system. S-AWC offers an extraordinary level of control at each wheel, going well beyond the capabilities of other all-wheel drive systems.

Two Lancer Evolution models will be offered in the U.S. market for 2008: the GSR with a new 5-speed manual transmission and the Lancer Evolution MR with a new 6-speed Twin-Clutch Sportronic Shift Transmission (TC-SST), a new-generation automated manual transmission. The MR model is also equipped exclusively with Bilstein shock absorbers and Eibach springs, two-piece brake rotors for better heat dissipation, BBS forged-alloy wheels, HID headlamps and additional interior features. Significantly, the newest Lancer Evolution will have less differentiation from market to market than the previous generations.

The 2008 Lancer Evolution design makes a maximum performance statement, blending concept car themes and sound aerodynamic principles while conveying the brand’s rally heritage. A shark-nosed front end inspired by jet fighter air intakes, a distinct wedge-like profile and crisp, taut lines highlight the basic new-generation Lancer design. Building on those themes, the 2008 Lancer Evolution looks the part of the street-wise sports machine with its a unique front end, aggressively sloping hood with integral air scoop and engine heat outlets, boxed fenders, and 18-inch alloy wheels with Brembo brakes.

Inside, the Lancer Evolution presents a “class up” approach and shows a new international flair. Available user technology, including high-end Rockford Fosgate® audio and navigation systems, reflects the tastes of a broadening customer base.

The 2008 Lancer Evolution’s 4B11 engine is an intercooled-turbocharged 2.0-liter DOHC inline 4-cylinder. Beyond that description, it differs greatly from the legendary 4G63 it replaces. The 4B11 is built with a reinforced cast-aluminum cylinder block versus the cast-iron block used in the 4G63, and aluminum is also used for the cylinder head and cover and the timing chain case.

The new 4B11 T/C produces more power than its predecessor: 291 bhp at 6,500 rpm (vs. 286 bhp at 6,500 rpm) and 300 lb-ft of peak torque at 4,400 rpm (vs. 289 lb-ft at 3,500 rpm). The 4B11 T/C provides a broader torque curve, as well. A revised turbocharger yields up to 20-percent quicker response at lower engine speeds versus the 2006 engine’s turbocharger.

Exclusive to the Evolution MR model for 2008, the 6-speed Twin-Clutch Sportronic Shift Transmission (TC-SST) is an automated manual transmission capable of executing lightning-quick upshifts with no drop-off in engine power. The TC-SST features both a console-mounted shifter and magnesium steering wheel paddle shifters and offers manual and fully automatic modes.

Essentially, the TC-SST is a manual transmission that can select two gears at a time: one gear is engaged by one of the two wet multi-plate clutches, and the other is pre-selected, awaiting to be engaged by the second clutch. The gear change is made – either manually or automatically depending on mode selected – when the electro-hydraulically operated clutches are “swapped,” which occurs simultaneously, with no perceptible lag time.

In the 2008 Mitsubishi Lancer Evolution, Super All-Wheel Control (S-AWC) is not simply the name of a new all-wheel drive system. Rather, S-AWC regulates drive torque at each wheel by controlling a network of dynamic handling technologies, including: Active Center Differential (ACD) 4-wheel drive, Active Yaw Control (AYC) rear differential, Active Stability Control (ASC), and Sports ABS brakes. Integration of ASC is new for all markets and also provides a significant advance in both dynamic capability and safety.

This is the 2008 Mitsubishi Lancer Evolution X. Though Mitsu has lightly disguised it as the Prototype X concept car for the 2007 Detroit Auto Show, this turbocharged, all-wheel-drive sedan is the Evo X. No doubt about it. We’re so sure about it that we’ll just refer to the Prototype X as the next Evo X for the rest of this report.

Few production cars are as focused or as frenetic as the Mitsubishi Lancer Evolution. Since 1992, the all-wheel-drive Evo has displayed its winning magic not only in the World Rally Championship for which it was created but also on open roads from London to Los Angeles. It’s even a must-have machine in the virtual world of Gran Turismo.

The Prototype X anticipates the long-awaited introduction of the production 2008 Mitsubishi Lancer Evo X at the Tokyo Motor Show later this fall. When the car arrives, it will be the best-looking, fastest-cornering Evo yet. It will also represent a significant shift in the car’s personality as it becomes an all-around performance automobile, not just a slightly civilized competition car.

After nine generations, Mitsubishi’s cult car has an all-new chassis platform and an all-new engine. Even Mitsubishi’s all-wheel-drive hardware has received a high-tech makeover.

Mitsubishi introduced a concept version of the next-gen EVO at the 39th Tokyo Motor Show named the Mitsubishi Concept-X.
It is said to be put into production by mid 2007..

The Mitsubishi Lancer Evolution X will feature a completely redesigned chassis and computer system. It will boast a new all wheel drive system that will control braking, throttle input, and real-time suspension adjustment (all together called S-AWC, or Super All Wheel control) simultaneously with the Active Center Differential. The S-AWC uses torque vectoring to send different amount of torque to any wheel at any given time. It will also featue an automatic six speed double-clutch transmission with steering-mounted magnesium alloy shift paddles.Mitsubishi debuted the Prototype-X concept at the 2007 North American International Auto Show (NAIAS) in Detroit, Michigan, USA.There is speculation among the press that the concept is in fact a lightly disguised Lancer Evolution X, and the production model will have minimal differences at most

It takes just one glance at this car’s sleek exterior to realize that it’s no longer business as usual in the Mitsubishi’s design studio. Gone is the souped-up look of a Tokyo taxi and in comes a lean, purposeful shape with great proportions. Though it’s disguised by projector-beam headlights and fast-acting LED taillights, this is a new sort of Mitsubishi, far more European in character than ever before.

There’s plenty of aluminum in the bodywork, including the hood, roof and the distinctive square-section fender blisters. Twin exhausts are an Evo first, and help improve the look. A tall rear wing has quickly become an Evo trademark, so it’s no surprise that it continues here (although it’s no longer made of carbon fiber). The same goes for the aerodynamic diffuser that peeks out from underneath the rear bumper.

The 20-inch wheels seen on this car won’t make it into production and will be replaced by 18-inch rims.

The Evo uses the new Mitsubishi Lancer chassis, itself based on a platform originally developed in partnership with DaimlerChrysler. The Lancer is actually 0.6 inch shorter than before, but the wheelbase has been stretched 1.5 inches to 103.7 inches. The car is 2.7 inches wider and 3.8 inches taller. The chassis is more rigid in bending and torsion has improved more than 50 percent, but it’s unfortunately also about 200 pounds heavier.

Mitsubishi engineers hope that an all-new turbocharged inline-4 will provide enough power to cope with the extra weight. Designated the MB11, this all-aluminum, DOHC 2.0-liter design has symmetrical cylinder dimensions, which should deliver free-revving performance. Mitsubishi’s MIVEC variable-valve-timing technology has been applied to both camshafts to broaden the power band. Mitsubishi has also done its best to engineer this aluminum-block, open-deck engine to withstand the stress of turbocharging as well as the former iron-block 4G63 design.

Mitsubishi is remaining tight-lipped about power and torque figures from the turbo MB11 for now, but we expect horsepower to increase to 320 hp from 286, while torque will climb to 325 pound-feet from 295. This power should enable the Evo to sprint to 60 mph in less than 4.5 seconds.

More big news comes from the availability of a six-speed, dual-clutch transmission like Volkswagen’s DSG unit. Shift paddles are mounted on the steering wheel, while a switch on the console delivers three different shift modes. For purists, a six-speed manual gearbox option will also be offered.

The Evo X’s most significant piece of high-tech kit will be the addition of Mitsubishi’s Super All Wheel Control (S-AWC) technology. It begins with the most elaborate form of the current Evo IX’s all-wheel-drive system, which includes Active Center Differential (ACD), Active Yaw Control (AYC) and Active Stability Control (ASC). S-AWC adds active suspension, active braking control and active steering to enhance the Evo’s AYC for quicker steering response and faster cornering speeds.

In April 2006, we sampled an early Evo X prototype fitted with only half of the S-AWC package, featuring upgraded AYC and active braking control. Even then, we noted the clever integration of heightened AYC reaction, and active brake control enabled us to more precisely control power delivery and achieve quicker times through a slippery slalom course. The car felt more composed, as less steering lock was required to cut through the cones, while the rear wheels tucked in nicely and obediently followed the fronts.

With the addition of active suspension and active steering systems to the production Evo X, we expect even sharper steering response and a more composed ride. Better still, the steering should feel as natural and progressive as it does in the Evo IX.

The new braking setup features a combination of a revised Brembo four-piston caliper with drilled rotors, and the electronic stability system doesn’t seem to engage the antilock braking effect until you’ve exhausted the S-AWC’s ability to maintain traction. So the fun zone is even larger than before, yet it’s still easy to bring the car under control once you finally scare yourself.

Inside, the new cabin is a huge improvement over the current model’s bland effort. New Recaro seats envelop the driver. (The suedelike inserts in the seat upholstery unfortunately are a feature only of the concept car.) Overall, the materials achieve a higher standard, although the design cues are much the same. A navigation system will be available, while the showcar features a premium sound system with a huge trunk-mounted subwoofer.

Improved ergonomics also reward dedicated drivers, as the three-position switch that dials the center differential to different torque distribution settings for pavement, gravel and snow has been relocated from the dashboard to the steering wheel.

Mitsubishi’s top performance sedan receives a number of important updates for 2006. Now referred to as the Lancer Evolution IX, the car’s biggest change is the addition of variable valve timing to its turbocharged engine. This feature bumps power up to 286 horsepower and 289 lb.-ft. of torque and is said to improve drivability. Other changes for the 2006 Mitsubishi Lancer Evolution IX include an improved five-speed manual transmission, updated front-end styling, smoked headlight and taillight bezels, restyled Enkei wheels, and improvements to the interior trim and rear seating.

One of those first U.S.-spec Evos spent a year in our fleet, and it proved one of the most-enjoyed long termers we’ve ever thrashed, er, tested. Inasmuch as the current MR Edition has improved the CT9A platform as far as it will go, and to be well poised for the inevitable comparison between it and the upcoming, all-new Evolution X, Mitsubishi served up a purposeful-looking Tarmac Black Pearl MR for another year’s tour of duty.

All Evos get a revised version of the 2.0-liter turbocharged and intercooled four, designated 4G63, which now has MIVEC variable valve timing and cranks out 286 horsepower. Standard and RS versions continue with a five-speed manual, but the MR gets a close ratio six-speed stick. The all-wheel drive, steering, Brembo brakes, suspension architecture, and tires are the same across the lineup, except that the MR wears great-looking BBS forged alloys, Bilstein shocks, and HID headlamps.

Our new toy based at $35,814, and it’s so well equipped at that, you’d be quite happy with a zero options example. We added a few goodies to the list, such as the appearance package (front air-dam extension, diamond-black finished wheels, red interior-accent stitching) at $500; the MR Special Equipment package, which at $800 includes the aluminum/carbon-fiber handbrake grip, aluminum shift knob, color-keyed vortex generators on the roof, wheel looks, and a nifty boost gauge kit; and the “zero lift” aero kit, composed of a rear-spoiler extension, underbody air dam, and front-brake air guides, for another $310. This brought the total to $37,424, about eight grand more than the base price of that first Evo VIII of 2003, but a car that’s been substantially upgraded and developed since then.

Mitsubishi has a specific break-in regimen for the first 1000 miles, and our car cleared that without a hitch. It’s now been to Vegas and back and will certainly get the call for more road trips. The overall impression is that it’s a more polished piece than the original. The name-brand shocks offer a smoother ride with no apparent degradation of handling, and the six-speed’s taller high gear makes the Evo a less buzzy Interstate cruiser. And its performance still rocks our world.

2.0L I4, 16 valve, 286 hp @ 6500 rpm

* 6 speed manual transmission
* 18 mpg city / 24 mpg hwy
* Green Rating: 35

The Evolander is basically a juiced-up version of the new-for-2007 Outlander that will go on sale in November. There’s no getting around the Evolander’s SUV roots, but Mitsubishi says that with its electronically controlled all-wheel drive, the Evolander would give consumers a taste of Lancer Evolution-like performance. An ATI/Roadrace Engineering centrifugal supercharger bumps the 3.0-liter V6’s output to 300 horsepower (up from 220) and feeds it through a paddle-shifted six-speed automatic transmission. Durand told us a Roots-type blower would be the more likely choice should the Outlander Ralliart make it to production.

Underneath, there’s more Roadrace Engineering hardware: a coil-over suspension tuned by John Mueller — a well-known Lancer Evolution suspension tuner. Twenty-inch O-Z wheels and Yokohama Advan ST tires complete the handling upgrades. Six-piston Brembo calipers and cross-drilled rotors add stopping power.

Inside is a 30-gigabyte hard-drive navigation system, rear DVD entertainment system and 650-watt audio system — all features on the new Outlander. Recaro sport seats continue the “Evo” theme.

Functional bodywork enhancements are obvious from the front. Huge brake cooling and intake ducts add a purposeful look to the Evolander’s nose, while fender flares widen its stance by 1.1 inches. Lower side sills, fender vents, a rear diffuser and a Ralliart spoiler complete the look.

Headlining the marquee of Mitsubishi’s SEMA display is the Evolander concept. This unique vehicle, created by the Mitsubishi Research and Design of America (MRDA) team in Cypress, California started life as a 2007 Outlander, which is an all-new addition to Mitsubishi’s line-up that goes on sale in November. The creative minds at MRDA sought to infuse the Evolander concept with performance elements and design cues inspired by Mitsubishi’s omnipotent, race-ready, super-sedan, the Lancer Evolution. An exploratory concept, the Evolander represents the design and engineering possibilities of what could be an Outlander Ralliart production model in the future.

The Evolander puts power to pavement using Mitsubishi’s newest electronically-controlled AWD system offering exceptional, rally-car like roadholding in an SUV. The list of Evolander’s dynamic enhancements also includes a Roadrace Engineering/Muellerized coilover suspension system that enhances handling to help dice corners with precision and exceptional control. The Evolander rides on lightweight 20-inch OZ wheels wrapped in high performance Yokohama Advan ST performance rubber. Brembo’s new 6-piston monobloc-style brakes squeeze massive cross-drilled front rotors, and a set of cross-drilled rear rotors were added to help bring the vehicle to a swift, safe sudden halt.

The Evolander’s exterior design follows along an “urban performance” theme, and shares several characteristics with the Lancer Evolution sedan. The Evolander’s fascia design mimics that of the Evolution vehicles with its cavernous cooling and brake duct intakes and an aggressively vented hood. The Lancer Evolution also lends its iconic, rally-inspired, box flares to the Evolander, increasing the width of the vehicle at the fenders by 28 mm. The Evolander also features a more aggressive aerodynamic treatment, with lowered side sills, fender vents, a rear diffuser and a Ralliart rear spoiler that add a “sporty urban” look to the SUV.

For the Evolander, the output of the Outlander’s 3.0-liter V6 engine (normally rated at 220 hp) swells to 300 hp with the help of an ATI/Roadrace Engineering Procharger system that uses a centrifugal compressor to produce 6 psi of boost. The increased power is fed through a 6-speed automatic transmission that is actuated by the same magnesium-alloy paddle shifters that will be equipped on the next generation performance model.

Mitsubishi Motors North America, Inc., (MMNA) turned its iconic Eclipse sport coupe into a high-performance GT with the introduction of the fourth-generation model for 2006. The new-generation Eclipse combines ‘Driven to Thrill’ design and performance with outstanding value to offer the sport coupe customer an ‘attainable exotic.’

New for 2007, the 263-hp Eclipse GT offers an optional Sun and Sound Package, which bundles a power sunroof with the potent Rockford-Fosgate(R) Premium Audio system, steering wheel audio controls, and auto-dimming rear-view mirror. Previously, these features were included only in the more comprehensive Premium Sport Package, which remains available. The Sun and Sound Package is the sole factory option available for the well equipped four-cylinder Eclipse GS model. All Eclipse models for 2007 gain a new standard anti-theft system with hood switch.

‘The original Eclipse helped define the sporty coupe class when it was introduced more than 15 years ago,’ said Dan Kuhnert, senior vice president of sales and fixed operations of Mitsubishi Motors North America, Inc. (MMNA). ‘While Eclipse has changed, evolving to keep step with the shifting demands of the sporty coupe segment, many coupe competitors have left the market and faded away. By offering a high level of style, performance and value, the Eclipse continues to appeal to a very broad range of driving enthusiasts.’

A significant part of Eclipse’s appeal is derived from its striking design, and here the Eclipse convincingly distinguishes itself from traditional, conservative or retro styling seen on some sport coupes. With athletic fender arches, a wind tunnel-inspired front fascia and long, arching C-pillar and integrated rear spoiler, Eclipse carves out its own unique style. A color-keyed aero kit is available for all models.

Eclipse is offered in two trim and performance levels. The GS model is powered by a 162-horsepower, 2.4-liter four-cylinder engine, and the GT challenges more expensive sports cars with a 263-horsepower, 3.8-liter V-6 engine. Both Eclipse engines employ the Mitsubishi Innovative Valve-timing Electronic Control (MIVEC) system to help optimize engine efficiency and power across a broad engine speed range.

The GT’s 260 lb.-ft. of peak torque at 4,500 rpm provide forceful off-the-line thrust. With the standard six-speed manual transmission, the Eclipse GT can accelerate from zero to 60 mph in 5.8 seconds*. The exhaust systems for both Eclipse models have been specially tuned to project a powerful, deep note through the oversize tailpipe (chrome on GT). The Eclipse GS is rated to achieve an economical 30 mpg on the EPA highway test cycle (29 mpg with optional automatic transmission).

The Eclipse GS features a standard five-speed manual transmission and offers an optional four-speed automatic. The GT has a standard six-speed manual and offers an optional five-speed automatic. Both Eclipse automatics feature Sportronic(TM) shifters to allow manual gearshift control.

A rigid platform enables the four-wheel independent suspension to give the Eclipse sporty road manners and a compliant, comfortable ride. The front suspension uses a proven MacPherson strut design with a 22-mm stabilizer bar. On the Eclipse GT, a strut tower bar supplements the chassis rigidity.

The low-mounted multi-link rear suspension is equipped with either a 20-mm (GS) or 21-mm (GT) rear stabilizer bar. Rigid cross members also help reduce road noise and improve suspension performance by reinforcing the rear suspension mounting points to reduce flex. The wide 61.8-inch (1,570 mm) front and rear track contribute to the car’s excellent stability and control. Both the Eclipse GS and GT are equipped with standard 17-inch, five-spoke aluminum wheels with 225/50R17 V-rated tires. The optional GT Premium Performance Package adds 18-inch, seven-spoke aluminum wheels and 235/45R18 V-rated tires.

All Eclipse models come equipped with standard four-wheel disc brakes with anti-lock brakes (ABS) and electronic brake-force distribution (EBD). Both models use 11.6-inch ventilated front discs. Rear brakes are 10.3-inch solid discs on the GS, and 11.2-inch ventilated discs on GT.

All Eclipse coupe models are equipped with advanced front airbags, front seat mounted side-impact airbags and side curtain airbags. The unibody structure features extensive reinforcement, including front and rear crumple zones, for passenger protection in the event of a collision. Robust front subframe members are connected with a dash panel crossmember and strong, front steel crossmember to help create a rigid boxed section front subframe area. Reinforced side sill members also help disperse collision energy.

High-strength steel cross members across the floor help absorb side impact energy. The front seat belts integrate pre-tensioners with force limiters. Energy absorbing materials cover the inside of the front, center and C-pillars to help reduce the possibility of injury during a collision.

Eclipse combines exotic-inspired interior design with long-distance comfort. The center dash features a prominent climate and audio control stack with large control knobs and fin-shut vents. Atop the center panel, a signature Mitsubishi LCD display provides radio, clock and directional indicators. At night, the gauges, interior control knobs, and switches are illuminated by striking ice-blue LED lamps that help create a sophisticated interior ambience.

Eclipse’s high-back front bucket seats, inspired by Mitsubishi rally cars, feature integrated, open head restraints for a sporty look and enhanced rear visibility. A large-capacity glove box and numerous cubbies and storage compartments highlight everyday usability. The dash and door panels are covered in upscale, modern, padded and textured materials that match the seat coverings. Ideally positioned door panel armrests and a large center console armrest pad help make Eclipse comfortable for long drives.

The center console includes a pair of large-volume cup holders located in front of a folding storage compartment that is spacious enough to store a wallet, small purse or several CDs. Versatility extends to the cargo area, where, with both the 50:50 split-folding rear seatbacks lowered, the Eclipse provides a generous 15.7 cu. ft. of carrying capacity. The hatch features a wide opening and a low lift-over.

Eclipse owners, regardless of their age, love their music. Both Eclipse models offer an available a 650-watt (max.) Rockford-Fosgate(R) premium audio system with a 6-disc, in-dash CD changer that can play MP3 CDs. The system plays through nine speakers, including a 10-inch subwoofer. The PUNCH(R) control and Digital Signal Processor (DSP) give the user total control over the subwoofer ‘punch’ level and provide custom music genre equalizer and sound field image settings, including: Normal, Stage, Live and Hall. A DSP sound setting memory function allows users to configure all eight DSP settings and save them in six preset locations for favorite CDs, artists, or music genres.

On both the Eclipse GS and GT models, the long list of standard equipment includes 17-inch alloy wheels; air conditioning; auto-off head lamps; cruise control; engine immobilizer; keyless entry; power windows, locks and mirrors. In addition to GS-level equipment, the Eclipse GT adds electronic traction control, fog lamps and a standard outside temperature and compass display.

The Eclipse GT’s optional Premium Sport Package lives up to its ‘premium’ label by equipping this model with the contents of the Sun and Sound Package plus 18-inch alloy wheels with 235/45R18 tires; an automatic climate control system; leather front seating surfaces; aluminum pedals, heated front seats and heated exterior mirrors.

All Eclipse models are built in the Mitsubishi manufacturing plant in Normal, Ill., one of the industry’s most flexible assembly plants. This facility produces four different models: Eclipse coupe and Spyder, the Galant mid-size sedan and the Endeavor SUV.

Mitsubishi cars, sport utility vehicles and pickup trucks are backed by comprehensive new vehicle limited warranties. Mitsubishi cars and sport utility vehicles come with a 10-year/100,000 mile powertrain limited warranty, along with a 5-year/60,000 mile bumper to bumper new vehicle limited warranty. Mitsubishi pickup trucks are covered by a 5-year/60,000 mile bumper to bumper new vehicle limited warranty that also includes powertrain components. All Mitsubishi vehicles have a 7-year /100,000 mile anti-corrosion/perforation limited warranty, along with 5-years/unlimited miles Roadside Assistance, which includes free towing to the nearest authorized Mitsubishi retailer.

Mitsubishi Motors North America, Inc., (MMNA) is responsible for all manufacturing, finance, sales, and marketing operations of the Mitsubishi Motors Corporation in the United States. Mitsubishi Motors sells coupes, convertibles, sedans, a mid-size pickup truck and sport utility vehicles through a network of approximately 540 dealers.

All favorite sport cars on the road.

Straight from Europe’s Extreme TV Gumball series delve right into the madness, fury and comedy of the Gumball Rally. This is a must see for all Gumball fans.

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Pretty sure its 5.0 and under 0-62mph (100kph)

Inside, the Eclipse has some attractive, space-age touches as well, although it doesn’t quite pull off the feeling of quality that the rest of the car does. There’s the center console and shifter area, with accents that mimic an aluminum-tube backbone running lengthwise through the car. The molded ‘Eclipse’ text running across the hatchback’s plastic cover over the trunk storage area–visible through the rear glass–is neat as well. But the stubborn HVAC vent mechanisms are poorly designed–one had already broken on our tester–and many materials feel substandard in the less-likely-to-be-touched areas.

It’s obvious that Mitsubishi held the price down on this niche car by cutting costs here. Add that to the fact that the sport-coupe design requires an almost supine seating position and the poor visibility anywhere but up front, and you’d have to be a pretty dedicated Eclipse enthusiast to want to spend every commuting hour in here. Still, you’ll look good doing it.

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L 4G63 engine now gets MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 ft·lbf. WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 horsepower.

The USDM Lancer Evolution IX models (RS, SE, MR) vary in their performance capabilities. Subtleties unique to each model account for variations in acceleration, handling and top speed. The RS excludes options standard on the IX & MR (power windows and locks, rear wiper, rear spoilers, trunk interior and trunk insulation). These weight savings of over 60 lb give the RS a subtly sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX on an identical course. [citation needed] However, the top-end MR does not lose significant performance, as the MR’s 6th forward gear allows it to reach 165 mph at 7,000 rpm compared to 157 mph at 7,000 rpm in 5th for the RS and middle-positioned IX models.[citation needed] (Note: Data relevant to U.S. model specifications)

The IX MR retains the features of the Evolution VIII MR like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, “zero lift” kit, special badging and an aluminum roof. All models still sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 include a closer gear ratio for the 5-speed transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evo IX model,[citation needed] HID headlights are no longer standard on the base IX (nor on the 2005 VIII neither), and are available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

Three trims are available for Japan, Asia and Europe. Although all models use the same 286 hp (213 kW) engine, the torque differs from one model to another. The GSR produces 295 ft·lbf (400 N·m) of torque while the RS and GT produce 300 ft·lbf (407 N·m).

* RS – revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available
* GT – revised 5-speed, this is basically the RS mechanically, but with some of the GSR’s features (mainly interior pieces).
* GSR – 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR)

In the United Kingdom, the Evolution IX uses a different model scheme based on the cars horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp respectively. An FQ-360 model has subsequently been released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produces less horsepower than its predecessor, it has more torque at 363lb ft at 3200 rpm – 8lb ft more than the FQ-400. All four models are designed to run on super unleaded petrol only.

* FQ-300 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
* FQ-320 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
* FQ-340 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
* FQ-360 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only

All four models are available in the US. All models use the same 286 hp (213 kW) engine. All models use a front and rear Limited Slip Differential, and an Active Center Differential.

* Standard – revised 5-speed, standard model
* RS – revised 5-speed, aluminum roof, gauge pack, minimal interior
* SE – Special Edition, aluminum roof/hood, 10-spoke forged aluminum BBS wheels, HID headlights with integrated fog lights, red-stitched Recaro seats
* MR – 6-speed, Bilstein monotube shocks, 10-spoke forged aluminum BBS wheels, aluminum roof, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

To the standard (or “GSR”) model, the Sun, Sound and Leather package adds a power sunroof, HID xenon headlamps with integrated fog lights, slightly upgraded speakers, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, slightly revised center armrests front and rear, and separate rear headrests. This model deletes the GSR’s headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon will be released in Japan soon after the sedan’s debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models will be introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car’s interior is the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX’s chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel engines use a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this is a lighter engine which translates into lower unsprung weight in a system where the engines are mounted in the wheels. Each in-wheel engine produces a power output of 68 hp, thus giving a combined output of 272 hp, comparable to that of regular, gas powered Lancer Evolutions. The car subsequently competed in the Shikoku EV (Electric Vehicle) Rally 2005.

I love Evo VIs …

Nice to see the Mitsu’s time in the spotlight once again. Thanks.