Originally intended only for Japanese markets, the Evolution was offered through Ralliart dealer networks in the United Kingdom and various European markets from around 1998 after grey-import demand proved substantial. Mitsubishi exported the eighth generation to the United States in 2003, prompted by the market success of the Subaru Impreza WRX the previous year.
All domestic-market versions until the Evolution IX in 2005 were subject to a gentlemen's agreement among Japanese manufacturers capping advertised output at 280 PS (206 kW; 276 hp). Mitsubishi had already been producing cars with higher actual outputs while underrating official figures to comply with the agreement. The Japanese-market Evolution IX was alleged to produce around 320 PS (235 kW; 316 hp). Special versions for markets outside Japan, particularly in the UK, carried official outputs up to 446 PS (328 kW; 440 hp).
Evolution I (1992–1993): 250 PS (184 kW; 247 hp) 4G63 engine from the Galant VR-4, sold in GSR and RS trim. The only Evolution with a viscous limited-slip rear differential; subsequent models used mechanical plate-type LSDs. 5,000 units sold.
Evolution II (December 1993–February 1995): Handling improvements including revised wheelbase, lighter front swaybar, wider tyres, and power increased to 260 PS (191 kW; 256 hp).
Evolution III (February 1995): Revised nose moulding, side skirts, and rear spoiler. New turbocharger compressor raised output to 270 PS (199 kW; 266 hp) at 6,250 rpm. Total production: 10,080 units.
Evolution IV (1996): Lancer platform redesigned; engine and transaxle rotated 180° to eliminate torque steer. New twin-scroll turbocharger raised power to 280 PS (206 kW; 276 hp) at 6,500 rpm. Mitsubishi's Active Yaw Control (AYC) introduced as standard on the GSR. Last model classified as "compact" under Japanese dimension regulations. Sold out in three days; 6,000 units produced.
Evolution V: Flared arches front and rear, adjustable aluminium rear spoiler, track widened 10 mm, 17-inch wheels to accommodate Brembo brakes. Engine strengthened; torque raised to 372.6 N·m (275 lb·ft). Evolution V onwards exceeded the Japanese dimensional compact limit by 70 mm in width.
Evolution VI: Larger intercooler, larger oil cooler, new pistons. Titanium-aluminide turbine wheel on the RS — the first in a production car. Output: 280 PS (276 hp; 206 kW), 373 N·m (275 lb·ft). The Tommi Mäkinen Edition, released December 1999 and named for the Finnish rally driver who had won Mitsubishi four WRC drivers' championships, featured a titanium turbine, lowered ride height, and unique front bumper; 4,092 units produced.
Evolution VII (2001): Based on the larger Lancer Cedia platform. Active center differential added alongside more effective LSD and front helical LSD. Torque raised to 383 N·m (282 lb·ft). Proton entered a rebadged version called the Proton PERT. An automatic variant, the GT-A, was also offered for this generation only.
Evolution VIII (2003): First Evolution exported to the United States, where it competed directly with the Subaru Impreza WRX STI. Four US trims offered by 2005. The MR variant added an aluminium roof, 17-inch BBS wheels, Bilstein shocks, and a 6-speed manual gearbox. The UK FQ-400, produced by tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines, produced 411 PS (302 kW; 405 hp) from its 2.0 L 4G63 and reached 60 mph in 3.5 seconds. US production for the Evolution VIII totalled 12,846 units.
Evolution IX (March 2005): 4G63 engine gained MIVEC variable valve timing; official output raised to 291 PS (214 kW; 287 hp), torque to 392 N·m (289 lb·ft). A wagon variant was also produced, sold exclusively in Japan; 2,924 wagons total were built.
Evolution X (October 2007 in Japan; 2008 elsewhere): New 4B11T all-aluminium GEMA engine; S-AWC (Super All Wheel Control) torque vectoring system. Twin Clutch SST dual-clutch automatic transmission replaced the earlier Tiptronic. Production ended April 2016.
The Lancer Evolution is unique among its competitors in that it was homologated as a Group A car and competed in the World Rally Championship against World Rally Car-specification machinery from 1997 onwards, without adopting WRC regulations itself until 2001. Lancer Evolutions were successful in WRC events from 1996 to 1999, primarily with Finnish driver Tommi Mäkinen, who clinched four consecutive drivers' championships (1996–1999) in Evolutions III, IV, V, and VI. With teammate Richard Burns, Mitsubishi also claimed the constructors' championship in 1998 — its only such title.
The Evolution was replaced in late 2001 by the Lancer Evolution WRC, driven by Mäkinen, Freddy Loix, Alister McRae, and François Delecour with limited success. Mitsubishi withdrew from the WRC after the 2005 season; the Lancer WRC05 continued to be driven by privateers including Italian Gigi Galli and Sweden's Daniel Carlsson in subsequent years.
As the Lancer was not sold in most European markets in the late 1990s — where the Mitsubishi Carisma was sold instead — the works WRC team's second car was customarily entered as a Carisma GT. Proton raced Evolution III, V, and VII models as the Proton PERT in the Asia-Pacific Rally Championship; Malaysian driver Karamjit Singh won the 2002 Production Car WRC category with a Proton-entered Evolution V.
The Lancer Evolution continued to compete in the Group N category after the works withdrawal.
The Mitsubishi Lancer Evolution won the 2009 Australian Manufacturers' Championship with three Evolution X models, and also won the 2011 Australian Manufacturers' Championship. The Evolution VIII was used in Stock Car Brasil from 2005 to 2008; Cacá Bueno won the series twice (2006–2007). The car won the 2008 and 2009 WPS Bathurst 12 Hour endurance race.
In Time Attack competition, the CT9A chassis Evolution held circuit records at Japan's Tsukuba Circuit (CyberEvo) and at Eastern Creek Raceway in Australia. Sierra Sierra Enterprise's CT9A chassis held the US Time Attack record. The Evolution IX won the European Hill Climb Championship eleven times from 2007, with thirteen wins also in the FIA International Hill Climb Cup.
Professional drifters in Japan, Italy, and Poland have used the Evolution, with notable results from driver Naoto Suenaga of Team Orange.
This article is based solely on the supplied corpus. No external sources were consulted; claims that could not be substantiated against the corpus were omitted under the drop-the-claim rule.
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