400 bhp

Mitsubishi's Lancer Evo IX goes rallying this weekend. Nothing new with that, but this is an Evo with a difference because instead of a turbocharged 2.0-litre engine the Lancer Evolution MIEV boasts a bank of lithium-ion batteries powering a quartet of in-wheel electric motors.

Mitsubishi hopes the MIEV could herald the future of a new kind of high-performance vehicle, with its outer-rotor motors distinguishing this Evo from other electric cars and allowing it to remain four-wheel drive.

Normal electric motors place the rotor (the turning part) inside the stator (the part that generates the power). In these motors the rotor surrounds the stator, leaving a hole in the middle that contains the brake discs and calipers. The more compact design allows the motors to be fitted to the front wheels, previously a problem because the motors would have fouled the steering gear, and raises outputs: each motor produces a massive 382lb ft and a rather less impressive 67bhp. The engine, transmission, axles, differentials and fuel tank are replaced by a lithium-ion battery pack and a pair of invertors, one for each pair of driven wheels.

Each wheel is driven individually, and Mitsubishi says it is looking ways of controlling power and torque independently at each wheel to create a very sophisticated traction control system.
Although the car only has a top speed of 111mph, and at 1590kg weighs 120kg more than a regular Evo XI, Mitsubishi said that it plans to increase the car’s performance and reduce the weight. It’s likely that the Evo’s suspension will need work, as the weight of each motor could cause problems with the movement of the struts.

The company also sees the outer rotor motor as a key part of its development of hybrid and fuel-cell vehicles. First round of development work will be at the Shikoku Electric Vehicle rally in Japan, an annual event held to promote electric vehicle technology, on August 27-28.

Forget the concept tag on Mitsubishi’s Concept-X for the Tokyo show. This is how the new Lancer Evolution X (as in 10) will look. The next incarnation of the rally-bred performer will be with us in early 2007 as an ’07 model, packing a new four-cylinder turbo with explosive punch routed into Mitsubishi’s next-generation all-wheel-drive technology.

The muscular lines of the aluminum bodywork hint at the efforts Mitsubishi is making to bring the Lancer Evolution into the 21st century. During the last few years the various versions of the production cars have failed to move things forward for Mitsubishi, in part because the design is dated and in part because the hardware hasn’t been delivering top-rung finishes
on the rally circuit.


Engine and drivetrain as well as body design all but remain unvaried, with only a few minor changes to keep the car competitive. The most significant improvement is Mitsubishi’s Innovative Valve timing and lift Electronic Control, which boosts low-end torque and makes power delivery more linear. Expect the next-generation MIVEC to feature in the turbocharged alloy 2.0-liter four-cylinder that Mitsubishi says will produce in the region of 300 hp and offer instant response at all engine speeds thanks to a flat torque curve.

This powerplant will mate to a clutchless six-speed auto/manual transmission, reportedly able to swap cogs at the blink of an eye, slicker and more efficient than any manual. The driver will be able to select gears via the steering wheel-mounted paddles.

The Evolution X will boast Super All Wheel Control, the next step forward in Mitsubishi’s all-wheel-drive layout. S-AWC integrates with the existing 4wd three-differential and Super Active Yaw Control layout found on the Evo IX, adding active brake control, active steering control and roll-control suspension into the equation. The comprehensive dynamic-control system processes thousands of inputs to offer the best possible characteristics in the pursuit of high performance. The Evolution X will stick with the Brembo braking system, but expect new multi-piston calipers all around and larger diameter rotors.

A major emphasis for engineers developing the 2007 production car is strategic weight reduction. The hood, fenders, rear decklid and doors will be aluminum along with the roof, helping to lower the center of gravity. Chassis strengthening contributes to obtaining the most rigid structure possible.

The car is built on a midsize platform spawned during the short-lived partnership with DaimlerChrysler, and features MacPherson struts up front and a multilink arrangement at the rear. Expect Evo X to have more highway poise than the current car, often criticized for its harsh ride.


Similarly, Mitsubishi grew tired of hearing criticism of the Lancer’s lackluster and cheap-looking interior, and intends to impress in this department. The idea is to keep the cabin design clean and uncluttered in order to make it easier to concentrate on driving. An advanced multimedia system, centered on a dash-mounted pop-out high-resolution LCD screen, will offer real-time readings from various engine sensors and up-to-date operating status of the S-AWC. Both navigation and DVD audio controls will be accessible through the screen.

The show car’s rear-seat passengers get their own LCD screen, but whether this will make it to the production car is questionable. Seating limited to four, with each occupant getting a hip-hugging bucket seat, and a fire extinguisher mounted on the high center transmission tunnel are other elements that may be modified for production (the concept’s extinguisher is made of billet).

Styling gets a lot of attention. While much more modern-looking than the Evo IX now on sale in the United States, this aggressive design statement still shouts “Lancer Evolution.” Just look at the heavily browed LED front lights and hood scoop, or the finned rear diffuser fashioned of carbon fiber. Some might see Chrysler (or Dodge) influence from the front, but the three-quarter rear view looks decisively European. The C-pillar, high hip line and rear lights are akin to those on the Alfa Romeo 159.



The body will also serve as the basis for Ralliart’s next-generation World Rally Championship contender. After some rather unsuccessful few years in WRC, Mitsubishi will try to climb back on top of the series, of late dominated by French contenders Citroën and Peugeot. With neither of those brands on the U.S. market, what remains to be seen is what Mitsubishi’s archrival, the Impreza WRX from Subaru, will bring to the table.

Evo edification

Lovers of the true manual gearbox—you know, the one with a clutch pedal that you actually push with your foot—will be happy to hear that a five-speed close-ratio manual transmission will be offered on Mitsubishi’s 2007 Evolution X. Our cover story (Oct. 24) spoke only of the six-speed auto/manual gearbox (dubbed Automatic Direct Select Gear, or DSG) on the Evo X concept shown at the Tokyo motor show in October, prompting an AutoWeek reader’s anguished letter (Nov.14) decrying Mitsubishi’s failure to offer a true manual tranny.

Not so, Mitsubishi officials assure us: The next Evo will come with either the DSG or the five-speed manual.