The Lancer Evolution was developed-with participation in the World Rally Championship ( WRC ) high on the list - went on sale in 1992 and replaced the Galant VR-4 as Mitsubishi's WRC contender from the season opener in 1993. It had been 10 years since a Lancer, in the form of the EX2000 Turbo, had taken part in the WRC. The Lancer was one size smaller than the Galant VR-4 and the 2500mm wheelbase was considered ideal for a rally car.
As a result the compact car had superior turning characteristics with improved cornering performance. It attracted much attention not only within Mitsubishi, but in the rallying world at large. It was inevitable that the Lancer Evolution had attracted such attention.
A car created specifically for WRC competition, it was a full second per kilometer faster, its Type 4G63 power plant was a jewel in the true tradition of Mitsubishi's rally engines and while newly developed as a car, its engine had evolved from generations of well-developed Mitsubishi engines.
Thus the Lancer Evolution participated in the 1993 WRC from round one, the Monte Carlo Rally. Kenneth Eriksson ( Sweden ) and Armin Schwarz ( Germany ), began promisingly, finishing in fourth and sixth overall for a double helping of points. The Lancer Evolution went on to compete in a further eight rounds that year, finishing third on the Acropolis Rally and a second on the RAC Rally, where it came close to victory. It was a clear demonstration that rapid development had made it a top-rank contender and a worthy rival to the new generatioon of rally cars such as the Ford Escort Cosworth and the Subaru Legacy.
Major Results – Evolution
1993 Monte-Carlo (WRC)
1993 Acropolis (WRC)
1993 Indonesia (APRC)
1993 Malaysia (APRC)
1993 Australia (WRC / APRC)
1993 RAC (WRC)
1993 Thailand (APRC)
1993 Overall in Asia Pacific Rally Championship
1994 Safari (WRC)
4th
3rd
2bd
3rd
4th
2nd
3rd
2nd in Manufactures Championship
2nd
The Lancer Evolution ended its official career with a flourish, taking second on the 1994 Safari Rally, before giving way to the Lancer Evolution II. While the original Lancer Evolution had notched up podium finishes in its first year of competition, 1993 did not bring the expected results. After various reviews, the results began to improve in the second half of the 1993 season and clearly focused development programme resulted in the Lancer Evolution II. Compared with the first generation Lancer Evolution, the new version was equipped with a larger rear spoiler, mounted at a greater angle. Stability at high speed was improved with the addition of a front chin spoiler. The car made its first appearance on the Acropolis Rally in mid-season but this was due to the fact that Mitsubishi at the time was putting much of its effort into winning the manufacturers' title in the Asia-Pacific Rally Championship and participation in the WRC was limited to the occasional entry. Nevertheless, Armin Schwarz came away with a second overall on the car's debut and on their next appearance in the Rally of New Zealand, the Lancer Evolution II's finished second and third overall, proving the soundness of the design. In the Asia-Pacific Rally Championship, the Lancer Evolution II finished second in the Manufacturers' Championship in its first season, scoring two wins in a hardfought battle with the Subaru Legacy, but failing to win a round of the WRC. However, 1995 would see the car flower. In the second round, the Swedish Rally, the Lancer Evolution II’s were equipped with electronically controlled active 4WD systems and this allowed the car to sweep over the snow-laden landscape for a 1- 2 finish and the long awaited win in the WRC. The Swedish victory was a watershed, marking the arrival of an outstanding series of Lancer Evolution rally cars, based on technology inherited from the Lancer Evolution II.
Major Results – Evolution II
1994 Acropolis (WRC)
1994 Indonesia (APRC)
1994 New Zealand (WRC / APRC)
1994 Malaysia (APRC)
1994 Australia (WRC / APRC)
1994 Thailand (APRC)
1993 Overall in Asia Pacific Rally Championship
1993 Overall in Asia Pacific Rally Championship
1995 Monte-Carlo (WRC)
1995 Swedish Rally (WRC)
2nd
1st
3rd
3rd
3rd
1st
2nd in Manufacturers Championship
2nd in Drivers’ Champ (K.Erikkson)
4th
1st
Rapid development of new models was to become one of the hallmarks of the Mitsubishi Lancer Evolution series, the Evolution III appearing in 1995. As Mitsubishi concentrated once again on the Asia-Pacific Rally Championship, the new Lancer Evolution III was thrown into competition from the first round, the Rally of Indonesia, rather than on a WRC event. While victory on its debut did not materialise, a sequence of four victories began on the third round, the Rally of Malaysia Rally, concluding with the last round in Thailand Rally. Consistently superior to its rivals, Mitsubishi collected both the Manufacturers and Drivers Championships. With its huge rear wing reminiscent of a formula car and a purposeful front bumper, the Lancer Evolution III was styled as the ultimate rally machine. As might be imagined from its looks, down force had greatly increased but without an increase in drag, which made it an ideal rally car. Constant development of the Type 4G63 engine first used in the Lancer EX2000, notably the Post Combustion Control System introduced on the Evolution II car, proved highly effective in improving engine response, making up for a loss of top end power brought on by the regulation air restrictor.
The Lancer Evolution III first contested the fourth round of the World Rally Championship [WRC] and won on its third outing, the Rally Australia, which was also a round of the APRC. In 1996 would provide incontestable proof of the absolute speed of the Evolution III. In the hands of Tommi Makinen [Finland], the car won five of the nine rounds, propelling him to his first WRC title and bringing Mitsubishi a World Championship in the process.
Major Results – Evolution III
1995 Safari (WRC)
1995 Tour de Corse (APRC)
1995 Indonesia (APRC)
1995 Malaysia (APRC)
1995 1000 Lakes (WRC)
1995 Australia (WRC / APRC)
1995 Hong Kong-Beijing (APRC)
1995 Thailand (APRC)
1995 Overall in World Rally Championship
1995 Overall in World Rally Championship
1995 Overall in Asia Pacific Rally Championship
1995 Overall in Asia Pacific Rally Championship
1996 Swedish Rally (WRC)
1996 Safari (WRC)
1996 Acropolis (WRC)
1996 Malaysia (APRC)
1996 Argentina (WRC)
1996 New Zealand (WRC / APRC)
1996 1000 Lakes (WRC)
1996 Australia (WRC / APRC)
1996 Hong Kong Beijing (APRC)
1996 Overall in World Rally Championship
1996 Overall in World Rally Championship
1996 Overall in Asia Pacific Rally Championship
1996 Overall in Asia Pacific Rally Championship
2nd
3rd
2nd
1st
1st
1st
1st
1st
2nd in Manufacturers Championship
3rd in Drivers’ Champ (K.Erikkson)
1st in Manufacturers Championship
1st in Drivers’ Champ (K.Erikkson)
1st
1st
2nd
2nd
1st
1st
1st
1st
1st
2nd in Manufacturers Championship
1st in Drivers’ Champ (T.Makinen)
1st in Manufacturers Championship
2nd in Drivers’ Champ (R.Burns)
Five years after the original Lancer Evolution had been announced; the Lancer Evolution had advanced to its fourth generation. In essence, the Lancer Evolution had made progress at a rate of one every year. Competition in the WRC is so severe that development must proceed at that rate and the rewards of being involved in such ferocious competition more than justified the investment. Among the early Lancer Evolutions, the Evo III stood out and reigned supreme. The Lancer Evolution IV therefore had a great deal to live up to from the start. And the Lancer Evolution IV that appeared at the beginning of 1997 on the Monte Carlo Rally more than fulfilled expectations. Although it didn't win at the first attempt, it ran at the top for a while and displayed enormous potential. One must take into account the arrival in 1997 of a new category, World Rally Cars, which allowed manufacturers such as Subaru and Ford to build cars exclusively for rallying. It was no mean feat that the Lancer Evolution, based strictly on a production model modified for Group A, was capable of running at the front. Substantial alterations to compete with the heavily modified World Rally Cars included turning the engine through 180 degrees compared to previous Lancer Evolutions and fitting a sequential gearbox. While very much part of the Lancer Evolution Series the new Lancer Evolution IV could be regarded as a completely different car. However, technology that set the car apart from its rivals, such as the active 4WD system and Post Combustion Control System were carried over, further developed and harmonised with the new technology. The car showed excellent speed on both gravel and tarmac rallies and suffered few mechanical troubles, which proved a key factor during a tough season. Speed and reliability, the two elements most required of a rally car, were possessed by the Evolution IV model in abundance. Tommi Makinen won his second straight WRC title. The Lancer Evolution IV had taken rally car design and the Lancer Evolution series to new heights.
Major Results – Evolution IV
1997 Monte-Carlo (WRC)
1997 Swedish (APRC)
1997 Safari (APRC)
1997 Portugal (WRC)
1997 Catalunya (WRC)
1997 Argentina (WRC)
1997 Acropolis (WRC)
1997 New Zealand (WRC / APRC)
1997 Finland (WRC)
1997 Indonesia (WRC)
1997 San Remo (WRC)
1997 Australia (WRC / APRC)
1997 RAC (WRC)
1997 Overall in World Rally Championship
1997 Overall in World Rally Championship
1998 Swedish (WRC)
1998 Safari (WRC)
1998 Portugal (WRC)
3rd
3rd
2nd
1st
1st
1st
3rd
4th
1st
4th
3rd
2nd
4th
3rd in Manufacturers Championship
1st in Drivers’ Champ (T.Makinen)
1st
1st
4th
1998 was a milestone for Mitsubishi. More than two decades' of toil and success in the World Rally Championship was rewarded when Mitsubishi finally won the Manufacturers' Championship. And the car that made it possible was the Lancer Evolution V, the fifth-generation car in the Lancer Evolution series. Although rivals such as Subaru and Toyota all participated with heavily modified World Rally Cars, Mitsubishi persisted with the Group A car based on production models. It was an insistence based on the principle of applying technology developed in the severe conditions found in motorsport to Mitsubishi's production models. The Evolution V was related to the Evolution III and IV - the cars that led Tommi Makinen to two consecutive WRC titles but their weaknesses were addressed and the concept was further evolved. The main improvement over the previous model was the wider track. The legendary Type 4G63 engine with its superb low- to mid-range torque was retained along with the unique Active Four Wheel Drive System, controlled by an electronic clutch, but the Lancer Evolution IV's cornering speeds on tarmac were compromised in comparison wit the World Rally Cars, as the regulations permitted them a wider track. The Lancer Evolution V put Mitsubishi back on level terms. Furthermore, Mitsubishi had homologated two types of suspension, with wide or narrow tracks, making it possible to adapt the Evolution V ideally for both tarmac and gravel. The car appeared for the first time on the fifth round, the Catalonia Rally, but initially it took time to exploit its capabilities. But thanks to a combination of Makinen's brilliance and its intrinsic qualities, the first win came soon enough, on its third event, the Rally of Argentina. In the second half of the season, the Evolution V became an irresistible force. Starting with the win on the ninth round, the Rally Finland, where Makinen obtained an unprecedented fifth straight victory on home ground, the Evolution V remained unbeaten for the rest of the season, winning four events in a row. With the two wins during the first half
of the season, Mitsubishi had won seven of the 13 rounds held. It was a record worthy of a champion. Makinen also attained his third consecutive WRC title -an unparalleled feat - and Mitsubishi's manufacturers' crown made it a double triumph for the team. Mitsubishi was at the pinnacle of world rallying.
Major Results – Evolution V
1998 Catalunya (WRC)
1998 Argentina (WRC)
1998 New Zealand (WRC / APRC)
1998 Finland (WRC)
1998 San Remo (WRC)
1998 Australia (WRC / APRC)
1998 Great Britain (WRC)
1998 Overall in World Rally Championship
1998 Overall in World Rally Championship
3rd
1st
3rd
1st
1st
1st
1st
1st in Manufacturers' Championship
1st in Drivers’ Champ (T.Makinen)
In its bright new Marlboro colours, the Lancer Evolution VI made its first appearance at the beginning of the 1999 season on the Monte Carlo Rally. With
reliability and three consecutive Drivers' Championships to its credit, the car took on the World Rally Cars at once and won the first round to start off the season on the right note. The Lancer Evolution was the only car homologated as a pure Group A car in the 1999 season and as a result, it was forbidden to mount the "VI" engine further back or to modify the suspension to increase travel, in contrast to the World Rally Cars. The limited range of modification put the Group A car at a clear disadvantage. But in spite of this, the lone Group A design proved more than competitive and the FIA responded by restricting its rear wing. However, the Lancer followed its Monte Carlo success with victory in Sweden. Proven speed doesn't guarantee results in an environment as competitive as the WRC. Continued refinement made the Lancer Evolution faster still as a tough '99 season progressed. The engine in particular went through an unusually extensive development programme. The new, twin-scroll turbocharger unveiled from the Catalonia Rally was exceptionally durable at high temperatures and titanium/aluminium alloy turbines were used for improved pick-up. In addition to the lighter engine developed for Catalonia, the compression ratio was raised late in the season. The type 4G63 had evolved to a point where the drivers reckoned it
had the most power and response. Mitsubishi's electronic multi-plate clutch-activated 4WD system had also been greatly improved. Its response speed is far superior to the hydraulic/active differentials used by its opponents, and the new active system played a significant part in the Lancer Evolution VI's success. The long-awaited active rear differential was used from the San Remo Rally onwards and stability during cornering was considerably enhanced. Thanks also to highly developed rear suspension; the Lancer Evolution VI was able to outpace the competition at the critical stage in the championship battle. Tommi Makinen became the drivers' champion for the fourth consecutive year, yet another achievement without precedent in World Rally Championship history.
Major Results – Evolution VI
1999 Monte Carlo (WRC)
1999 Swedish (WRC)
1999 Portugal (WRC)
1999 Catalunya (WRC)
1999 Tour de Corse (WRC)
1999 Argentina (WRC)
1999 Acropolis (WRC)
1999 New Zealand (WRC / APRC)
1999 San Remo (WRC)
1999 Australia (WRC / APRC)
1999 Great Britain (WRC)
1999 Overall in World Rally Championship
1999 Overall in World Rally Championship
1st
1st
5th
3rd
6th
4th
3rd
1st
1st
3rd
5th
3rd in Manufacturers' Championship
1st in Drivers’ Champ (T.Makinen)
It was becoming increasingly clear that the scope for modifying World Rally Cars constituted a breakthrough and that their stricter limits put Group A cars at a disadvantage. But Mitsubishi well aware of the situation, kept faith with production-based Group A cars. This attitude had spurred the creation of each
Evolution model from the outset and the constant progress with a line of cars that sometimes looked as though they had been developed to their full potential. This process was such that the engineers boasted that the specification of the engine changed at every round, citing the lightweight engine used for the Catalonia Rally with an improved ECU that gave better throttle response. The “Tommi Makinen Edition," named after the renowned champion driver was introduced as a base model - another example of the ceaseless development on the road to victory. On the Rally Finland, development was focused around the front suspension. The cross member was lighter yet with more rigidity with changes in the geometry. There was also an intensive review of the aerodynamics. It was also a season in which suspension defined the limits of a Group A car. But in the Rally Australia, fate finally shone on the Lancer. Improved suspension, differentials and mapping bore fruit, the car was highly competitive and a great comeback win was achieved.
The next day however, news broke that stunned the whole team. The turbocharger was not in accordance with the regulations and the win became a
mirage. The fact that it was merely a difference in the interpretation of the regulation made it all the more painful to have all the points taken away. So the
2000 season ended just short of the possible fifth consecutive championship. For the next season, the ultimate Group A Evolution model was developed. It
visually resembled the 2000 model, but all the weak points in comparison to World Rally Cars had been addressed. Rear suspension travel was extended by 30mm and the handling was greatly improved. In addition, the flywheel was lightened to improve throttle response. This last thoroughbred Group A car began its competition career by completing its a hat-trick on the season opener at Monte Carlo, followed by a victory in Portugal and a third win on the Safari. The Lancer Evolution series proved a match for the World Rally Cars until the very end. Since its debut in 1993, constant development and evolution brought the Group A Lancer a total of 25 wins. Now Mitsubishi would embark on a new challenge with the Lancer World Rally Car.
Major Results – Evolution VI TME
2000 Monte Carlo (WRC)
2000 Swedish (WRC)
2000 Portugal (WRC)
2000 Catalunya (WRC)
2000 Argentina (WRC)
2000 Finland (WRC)
2000 Cyprus (WRC)
2000 San Remo (WRC)
2000 Great Britain (WRC)
2000 Overall in World Rally Championship
2000 Overall in World Rally Championship
2001 Monte Carlo (WRC)
2001 Swedish (WRC)
2001 Portugal (WRC)
2001 Catalunya (WRC)
2001 Argentina (WRC)
2001 Cyprus (WRC)
2001 Acropolis (WRC)
2001 Safari (WRC)
2001 Overall in World Rally Championship
2001 Overall in World Rally Championship
1st
2nd
6th
4th
3rd
4th
5th
3rd
3rd
4th in Manufacturers' Championship
5th in Drivers’ Champ (T.Makinen)
1st
2nd
1st
3rd
4th
5th
4th
1st
3rd in Manufacturers' Championship
3rd in Drivers’ Champ (T.Makinen)
The Evo 6 WRC was still being built to old Group A manufacturing rules meaning it could not be modified nowhere near as much as all the WRC spec cars ran by the other teams. The FIA had allowed Mitsubishi a time limited dispensation to compete with a Group A car. With this time running out Mitsubishi took a big step and moved to WRC rules with the Evo 7. Big changes to the suspension over the Evo 6 WRC were the biggest technical improvements and had always been major issue with the 6. Far more suspension ravel and a move to a complete MacPherson rear suspension configuration were designed to make the car far more stable with much improved suspension travel. With the new body Evo VII body shell also came a longer wheelbase. Whilst
improving high speed handling, it was this length that left many people feeling that it hindered the Evo VII WRC on the tighter rallies.
WRC rules also allowed better engine placement to improve weight distribution and the use of more exotic materials in the engine construction, although the engine remained the same basic configuration. The Evo VII WRC was launched in October 2001 at the San Remo rally at a time when Tommi was joint leader in the driver’s championship and Mitsubishi were chasing the manufacturer’s title hard. It was a crucial turning point. The Evo 6 had been competitive for most of the season with Tommi leading the championship, but Mitsubishi had to launch the Evo 7 WRC as part of their agreement with the FIA to move away from Group A rules. Not surprisingly with a brand new car, the Evo VII WRC struggled to be competitive, recording just one point scoring finish in the last four rallies of the season. As a result Tommi lost the driver’s title, but despite the poor results he was only 3 points behind the eventual winner, Richard Burns, at the end of the season. Things could have been so different……
For 2002 Mitsubishi revised the Evo VII WRC and was officially titled the Mitsubishi Lancer Evolution WRC2. Before the end of the 2001 season, Tommi Makinen had signed for Subaru for 2002. Freddy Loix also left at the the end of the 2001 season and 2002 brought a completely new driver line-up. Francois Delacour and Daniel Grataloup were to crew the lead WRC2. Alistair McRae and David Senior crewed the second WRC2 with Jani Passonen given chances in a third car at selected rallies. The 2002 season was a series of poor performance for the WRC2 with Mitsubishi only scoring 9 manufacturer’s championship points and finishing joint last with Skoda. Alistair McRae was the only Mitsubishi driver to score driver’s
championship points, his best finish being 5th place in Sweden. As a result of the poor performances Mitsubishi decided to take a year off from
the WRC in 2003 and concentrate on developing a competitive car once again.
In November last year, Mitsubishi unveiled the car that will spearhead its 2004 World Rally Championship campaign - the Mitsubishi Lancer WRC04.
A completely fresh design, the new car forms an integral part of a meticulously conceived longterm plan to build on Mitsubishi Motors' distinguished record in the World Rally Championship. The Lancer WRC04 reflects a fresh design strategy and has been created by a new and youthful engineering team. The project has been overseen by MMSP Limited Managing Director Mario Fornaris at MMSP's base in Rugby, England. The team will treat 2004 as a learning process, in which it creates a car and a driving team ready for success in the years ahead. The coming season will be an exercise first and foremost in laying the foundations for future success. ''The car is quite different from our previous World Rally Cars," Fornaris explains. "We have made something like 6,000 new parts. We have taken advantage of the freedom permitted by the WRC regulations, but my philosophy is to do very simple things and to have a good understanding of the car before we introduce more advanced systems." The transmission particularly reflects MMSP's new strategy and has nothing in common with the four-wheel-drive systems used on previous Lancers. The Lancer WRC04 car will initially use a transversely mounted five-speed manual gearbox. A semi-automatic gear change is likely to be developed during 2004, once MMSP is satisfied that the Lancer WRC04 is living up to its potential, in terms of performance and durability. ''With the current regulations in the WRC, because the engines have quite small restrictors,
the power curve and the torque are so good that it makes it possible to use a five-speed box. Why have six gears when you can have five? We will
analyze different possibilities as we develop the car and will introduce new features as necessary,'' Fornaris added. The Lancer WRC04 began testing in mid-October and underwent a comprehensive development programme in readiness for its first competitive outing in Monte Carlo. ''We are not expecting too much from the car at first," Fornaris has said. "The idea was to do something quite simple to start with, as we know we have plenty of things to learn. I hope it will be a little bit faster than the previous Lancer WRC at first. We will try to develop the car step by step and, I hope, in the second half of the season it will become more competitive. We can make progress faster this way, but we are not expecting instant results. We are competing in a tough
environment.''
