usually rank around 50%. This Lancer rates easily over 60% - it is so fast, and never runs off its desired line, not even a fraction of an inch. Its handling really inspires confidence. It defines a new era in rallying” Kimata added, “A good car shouldn't always be a wild beast. It should flatter the driver's ability, whatever his level, and faithfully carry out his every command. We didn't need a multitude of modern control systems to establish this bond between man and machine - we simply had to polish the existing technology we already had on hand at Mitsubishi, gained through decades in the field of motorsport”.
The Lancer Evolution has a lightweight body, it displayed a remarkable power to weight ratio of 199bhp/ton ( GSR Model ). A minimum 2500 were required in order to qualify for Group A rallying, but, at the time, the management wasn't sure if 2500 pure Motorsport machines ( RS Model ) would sell, so a GSR grade was introduced as well to ensure the homologation limit would be met. Officially known as the Lancer GSR Evolution ( Type CD9A-SNGF ), the more civilised model was priced at 2,738,000 Yen. The “LanEvo” certainly did its job of increasing the Lancer's popularity; all 2500 cars were sold out after just three days, so another 2500 had to be built to keep up with demand. The body was light, compact, and strong. Reinforced in strategic areas, it had 20% better torsional rigidity than the standard models, and the front/rear balance was also better through the use of an aluminium bonnet, which featured air intake/outlet ducts ( the louvers in the bonnet were for hot air extraction ). There was a large aperture in the front mask for improving cooling, and a large rear spoiler incorporating a high mount rear brake light] for increased downforce. The engine was basically a modified Galant VR-4 unit - the cyclone 2000 DOHC 16v Intercooler Turbo ( 4G63 ). Bore and stroke measurements of 85x88mm gave a cubic capacity of 1997cc; combined with a large capacity intercooler, a new lightweight crankshaft, new pistons and con-rods, new injectors, revised port shapes in the head, sodium filled valves, and a hike in the compression ratio ( raised from 7.8 to 8.5:1 ), it delivered 247bhp at 6000rpm and 227 lb/ft of torque at 3000rpm. Reduced internal friction gave better throttle response, especially at high revs. There was a large bore exhaust system, used to drive the TD05H-16G-7 turbo ( meaning the diameter of the turbine nozzle ), which featured an Inconel turbo ( a mixture of nickel, chrome and iron with a trace of carbon ); twin pipes exited from the rear. Because of the harsh environment in which the car would be used, an oil cooler was specified as standard. Naturally, in view of the Evolution's sole purpose, an automatic transmission was not even an option. Instead, the Evolution came with a close-ratio gearbox; the standard final drive was 5.443:1. An uprated clutch was employed, along with a double-cone synchro on second. A viscous-coupled centre differential was used on the full-time 4WD system, with LSD at the rear - both items were borrowed from the VR-4. The suspension was based on that of the standard Lancer GSR but uprated, and given pillow-ball bushings instead of rubber ones at the back. Anti-roll bars were employed at both ends. However, the ride was deliberately not too hard for normal road use. Ventilated discs were specified up front ( with two-pot calipers ), while solid discs were used at the back; four wheel ABS came as standard. The GSR had 15”; alloy wheels shod with 195/55VR15 Michelin XGT tyres; fairly narrow, admittedly, but there was a distinct problem clearing the wheel arches with fatter rubber. Standard Lancer Evolution equipment included halogen headlights, air conditioning, Recaro bucket seats, [in black fabric with grey inserts] powerassisted steering with a tilt-adjustable column and three spoke Momo leathertrimmed steering wheel ( plus leather gearknob ), full instruments including a 9000rpm tachometer, redlined at 7000rpm, a drivers footrest, electric windows [with bronze tinted glass], remote control door mirrors, a six-speaker stereo radio/cassette, digital clock, remote boot and fuel door releases, an illuminated ignition key cylinder, rear wash/wipe

( unusual on a 4-door saloon ), and remote central locking. Factory options included a front LSD, an electric tilt/slide sunroof and Cibie foglights

( in white ), while dealers were able to offer heavy duty mudguards, a front strut brace, auxiliary gauges and a centre console-mounted kneepad. At 1170kg, the Lancer Evolution RS was 70kg lighter than the GSR, as it was missing ABS, air conditioning, most of the electrical goodies, the rear wash/wipe, and various trim pieces. The Recaro seats were replaced by basic items, a mechanical rear LSD was employed in place of the viscous one fitted to the GSR, and it came with steel wheels instead of alloys.