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The U Drive Cars Fleet U Drive Cars is run by Motorsport experts; the cars are fully prepared and maintained for hard use, most are fitted with full roll cages, fire extinguishers and safety harnesses.
The Lancer Evolution (colloquially known as the "Evo") is Mitsubishi's flagship sports car. Based only on the unibody of the domesticated Lancer sedan, the Evo is a rally-inspired, turbocharged, all wheel drive automobile. The number designation of the model is most commonly a roman numeral. Evolution models prior to version V were the officially-approved models for Mitsubishi's efforts in the World Rally Championship's Group A class and SCCA Pro Rally Championship. In order to follow these rules, the Evolution is based on the same platform as the Lancer. However, it is much more powerful than the standard Lancer, with the unibody being the only major part in common between the two. Nine street versions of the Evolution have been produced from 1993 up to today. The Evo was originally intended only for Japanese markets but demand on the 'grey import' market led the Evolution series to be offered through limited type-approval in the United Kingdom and in various European markets from around 1998 (Evo V-VI) [citation needed]. Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing [citation needed] the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions. The current 2006 Evolution (US market) includes a turbocharged 286 hp (213 kW) inline four-cylinder engine and a full-time all wheel drive powertrain. Variable valve timing is an Evolution first in 2006, coming in the form of MIVEC (Mitsubishi Innovative Valve-timing-and-lift Electronic Control). Japanese-spec cars were limited by a gentleman's agreement to advertise no more than 280 hp (206 kw), a mark already reached by the time of Evo IV; however, each generation of Evo's power has clandestinely evolved above the advertised number, with the Japan-spec Evo IX having real output of about 320 PS, and various versions available in other markets, particularly the UK, have official power outputs up to 405 bhp (302 kW). Even standard components are considered "tuned" compared to other vehicles. For instance, the flywheel on normal cars weighs about 12-15 kilograms but the Lancer flywheel weighs a mere 6 kilos for very quick engine response. The Evo has, however, been evolving into a heavier and heavier vehicle with each generation in face of tougher worldwide safety and emission regulations. The Lancer Evolution was unique among its competitors in the World Rally Championship in that it is a homologated Group A car slightly modified to be able to race competitively against WRC class cars. They were successful in the WRC Rallies from 1996-1999, thanks to the Finn Tommi Makinen, for clinching the driver's titles from 1996-1999, and the help of teammate Richard Burns for clinching the manufacturer's championship for the first time in 1998. The Evolution however has now been replaced by the Lancer/Carisma GT and the new Lancer WRC04, but the Evo still competes in the Group A and Group N classes. In some European markets, the Evo was sold as the Mitsubishi Carisma Evolution. Proton Motors of Malaysia raced Evolution III's and an Evolution VII as the Proton Pert in various APRC and APAC rally series. Contents 1 Evolution I 2 Evolution II 3 Evolution III 4 Evolution IV 5 Evolution V 6 Evolution VI 7 Evolution VII 8 Evolution VIII 9 Evolution IX 10 Evolution X 11 Films, Cultures & Games 12 See also 13 External links Evolution I The Evolution I was introduced in 1992 to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. The latter was a stripped-down club racing version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to save approximately 155 lb (70 kg) less than the 2730 lb (1238 kg) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 247 PS (244 hp/182 kW) at 6000 rpm and 228 ft·lbf (309 N·m) at 3000 rpm, along with all wheel drive which would become a trademark on all Evo models. 5,000 Evo Is were sold between 1992 and 1993. It uses the frame CD9A. Evolution II The successful Evo I was changed in December of 1993, and was produced until 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and beefier tires. Power output was increased to 256 PS (252 hp/188 kW) from the same engine and torque was unchanged for both GSR and RS models. Also, Mitsubishi decided to change the frame this year to CE9A, a spin off the CD9A used in the previous edition. Evolution III January 1995 saw the arrival of the Evo 3- and this time the 5000 strong production run was brought up more quickly than the Evo 2. The Evo 3 looked more serious, with its new nose moulding (to channel air better to the radiator, intercooler, and brakes). New side skirts and rear corners, while the rear wing had grown again to reduce lift. Under the vented aluminium bonnet a new TDO5-16G6-7 Turbo, new exhaust system and increased compression brought another 10ps power rise, Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5speed gearbox. Interior tweaks were limited to a new Momo steering wheel (GSR only) and new fabric on the Evo 2 type Recaros. The specs on this vehicle were an engine size of 1997 cc, 270 bhp@6250 rpm, Torque was 228 lb ft at 3000 rpm. weight is 1260 kg (rs 1190 kg) A top speed of 149 mph and 0-60 in 4.9secs. This model still uses the same frame. (CE9A) Evolution IV The Lancer platform was completely changed in 1996, and along with it the Evo, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were 2 versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and 16" steel wheels as these were items that would be replaced by anyone entering the car into competition events. The RS also had wind up windows, no air conditioning-just heater, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had a factory option of thinner body panels and thinner glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (276 hp/206 kW) at 6500 rpm and 260 ft·lbf (352 Nm) of torque at 3000 rpm. Mitsubishi's new Active yaw control appeared as a factory option on the GSR model, which used steering, throttle input sensors and G sensors to computer-hydraulically controlled torque split individually to the rear wheels and as a result the 10,000 Evo IVs produced all sold quickly. The Evo IV can be distinguished by its two large foglights on the front bumper, and the newly designed tail lights on the rear, which became a standard design to Evo VI, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos - the GSR in particular due to the added technology systems- but to counter this the car produced even more power - the Weight of the RS being 1260 kg and the GSR being 1345 kg. This was the only model year to use the CN9A as its frame. Evolution V In 1997, the WRC created a new class, "World Rally Car", and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evo IV with this in mind and introduced the Evo V in January of 1998. Many aspects of the car were changed such as: The interior was upgraded in the GSR version with a better class of Recaro seat. The body kit had flared arches at the front and rear and a new aluminium rear spoiler relaced the IV FRP version and gave an adjustable angle of attack to alter rear down force. The track was widened by 10 mm, the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking. In addition the brake master cylinder bore increased by 0.3 mm. The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ecu was changed to include a flash rom. Further more, the turbocharger was again improved. Torque was increased to 275 ft·lbf (373 N·m) at 3000 rpm. Power officially stayed the same, at 280 PS (276 hp/206 kW) as agreed by Japan's automotive gentlemen's agreement that all cars would have 276 or less hp, but some claim horsepower was actually somewhat higher. Evolution VI Evo VIThe Evo VI's changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. Also, the Evo VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge foglights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR's options. Another limited-edition RS was known as the RS Sprint, and was tuned by Ralliart to be lighter and more powerful with 330 hp. Yet another special edition Evo VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi four WRC drivers championships. It featured Red/Black Recaro seats (with embossed T. Makinen logo), 17" ENKEI white wheels, a leather MOMO steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, lowered with tarmac stages in mind, a quicker lock to lock and amongst others colours, came in an exclusive shade of red with special decals, replicating Tommi Makinen's rally car's colour scheme. This car is also sometimes referred to as an Evo 6˝. It was during the Evo VI's model run that American car enthusiasts, who had been previously denied the Evolution models, began to clamour for its introduction to the United States. [citation needed] This was primarily due to exposure of the Evolution in video games such as the Gran Turismo series. [citation needed] Evolution VII In 2001, Mitsubishi decided to race in the WRC class instead of the Group A class, and thus did not need to follow homologation rules. The Evo VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evo VI, but made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 284 ft·lbf (385 N·m) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (276 hp/206 kW). Despite its civilian appearance, the Evolution VII can outrun many more expensive cars (such as the Ferrari 360 Modena, as seen in Best Motoring videos.) CT9A, which is the frame used on all Evolutions manufactured currently. However, the X will use a completely redesigned chassis. The introduction of the Evo VII also marked the first time a semi-automatic drivetrain was included within the model line up - the GT-a. Having many design features later used in the EVO VIII, the GT-a can be considered to be an Evo 7.5. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-a model had the following distinguishing interior and exterior specification ; GT-a only diamond cut finish 17 inch alloy wheels, clear rear light lenses and all in one style front headlights (later used on the Evo VIII). The GT-a had the option of either no spoiler, the short spoiler (as later used on the Evo VIII 260) or the thunderspoiler as used on the standard Evo VII models. The most distinquishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds. Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-a interior was different in that it had chrome door handles, a different instrument panel (to show the gear selection) and chrome edges bezels around the speedo and rec counter. The GT-a also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter. The 5-speed semi-automatic gearbox had what Mitsubishi called 'fuzzy logic', which meant that the car would learn the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most tiptronics via steering wheel + and - buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with a very usable 272 bhp. The GT-a gearbox did not appear again in the Evo VIII but has been installed in the estate version of the Evo IX Wagon. Evolution VIII Mitsubishi Lancer Evolution VIII VI TMEThe Evolution was changed again in 2003, this time sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. It was available with 280 PS (276 hp/206 kW) in three trims: standard (GSR in Japan), RS (devoid of all excess components, such as the rear wing, trunk carpeting, interior map lights, power windows/doors, and radio) and MR, which came with a new vortex generator (a set of ridges above the rear window to improve aerodynamics). Both RS and MR Editions came with a revised limited-slip front differential. The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to realize more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive, to the ACD 5 + Super AYC 6 traction control and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models and used first on the Galant GTO. Other parts on the MR include BBS alloy wheels, Recaro bucket seats, Brembo brakes, and a MOMO steering wheel. In the United Kingdom, many special Evolutions were introduced, which included FQ300, FQ320, FQ340, and FQ400 variants (FQ said jocularly to stand for 'Fucking Quick' [citation needed]). They each came with 305, 320, 340, and 400 hp (239, 254, and 298 kW), respectively. The FQ400, sold through Ralliart UK, produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by United Kingdom tuning firms Rampage, Owen Developments and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific output per litre of any roadcar engine. With a curb weight of around 3200 lb, it achieves a 0-60 in 3.5 seconds and a 0-100 in around 9 seconds, while costing about Ł47,000. BBC's television series Top Gear demonstrated that the FQ-400 could easily keep up with a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute 24.8 seconds. [citation needed] In a similar test conducted by UK supercar magazine evo, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche Carrera 4S. [citation needed] The Lancer Evolution VIII was also the first Evolution to be sold in the United States, spurred by the success of the Subaru Impreza WRX [citation needed] which had been released there just three years prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model released a year after the Evolution VIII's US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to the US in 2005, with ACD and the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The timing and tuning are also slightly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates, except for the MR Edition, whose endplates are painted black. The MR Edition also comes equipped with lightweight aluminum doors and roof. The basic RS Edition does not come with a rear spoiler. Evolution IX Mitsubishi introduced the 2006 Lancer Evolution IX at the 2005 New York International Auto Show. 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 8 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 Lancer Evolution IX models (RS, GSR, 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, 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, and are available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims. 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/GSR - 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. The three models are also available in Europe and Japan. 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 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, AYC (Active Yaw Control), and double-din radio (this is roughly equivalent to the MR) In the United Kingdom, the Evolution IX uses a different model scheme based on the cars horsepower. The 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 allow wheels, super unleaded petrol only 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. Evolution X This article or section contains information about a scheduled or anticipated future automobile. It may contain information of a tentative nature which may change significantly as the vehicle nears production and more information becomes available. Mitsubishi introduced a concept version of the next-gen EVO at the 39th Tokyo Motor Show named the Mitsubishi Concept-X.[1] It is said to be put into production by mid 2007. [citation needed] The Mitsubishi Lancer Evolution X (10) 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 be powered by a newly designed 4B11T DOHC MIVEC Turbo all-alloy engine. Mitsubishi Motors Mitsubishi Motor's automotive tradition goes back to 1917 when the Mitsubishi Model A, Japan's first series-production automobile, was introduced. Over the next two decades the company established themselves as an innovator, developing, amongst others, Japan's first diesel engine, its first large-sized bus (the start of the world famous Fuso commercial vehicle series), its first four-wheel drive passenger car prototype, and its first diesel-powered truck. At the end of the Second World War Japan's large industrial groups were dismantled by order of the Allied powers and Mitsubishi Heavy Industries was split into three regional companies, each with an involvement in motor vehicle development. The country's major need at this time was for commercial vehicles, the situation being further complicated during the first few years by a severe fuel shortage. In consequence 1946 saw the introduction of a bus which could be run on either petrol or alternative fuels, and, in 1947, an electric bus; in the truck field the innovations continued with Japan's first truck to be equipped with an air suspension system, as well as the first tilt-cab truck. Passenger vehicle production was confined primarily to Mitsubishi's first scooter. By the beginning of the 1960s, however, Japan's economy was gearing up: wages were rising and the idea of family motoring was taking off. The Mitsubishi 500, a mass market saloon, fulfilled this need; followed, in 1962, by a four-seater micro-compact with a two-stroke air-cooled 359cc engine, the Minica - a name which still lives today. The first Colt -a larger, more comfortable family car, not a predecessor of the modern Colt - was also introduced in the same year, and the first Galant in 1969. This was a genuine pacesetter in the Japanese market, representing the best and latest in automotive technology and was to sire a long and illustrious line with a string of motor sports honours and consumer awards to its name. With similar growth in its commercial vehicle production it was decided that the company should create a single operation to focus on the automotive industry and, in 1970, the Mitsubishi Motors Corporation (MMC) was formed. The 1970's saw the beginning of Mitsubishi's considerable international rallying success with Galants and Lancers, demonstrating the qualities of performance and reliability for which they are known today. As part of a global expansion programme in 1974 UK distribution was ensured with the formation of 'The Colt Car Company', a joint venture between the Mitsubishi Corporation and Colt Automotive Limited. By the end of the decade Mitsubishi vehicles were picking up honours both at home and abroad, including South Africa's 1977 "Car of the Year" (the Galant) and 1979 "USA's Pick-up of the Year" (the L200). But this was just the start. In 1982 the Shogun (named Pajero or Montero in other parts of the world) was launched, a 4x4 which was quite different from anything that had been seen before. Quite incredibly, just a few months later in the Paris-Dakar rally, it took honours in the Production Class and the Marathon Class, as well as the Best Team award. Two years later it won outright and a legend was born. The Shogun became a global best-seller, winning "4x4 of the Year" awards in Britain, France, Australia, Spain and West Germany. And it was not alone on the honours list - Galants, Colts, Lancers and L200s were all being honoured worldwide. Throughout the 1990s the Shogun continued to dominate rally events like the Dakar, and Mitsubishi vehicles also began to make their mark on the World Rally Championships. By the end of the century Tommi Makenin in a Lancer had won the Championship an historic four consecutive times whilst Lancers totally dominated the Group N Championships - for vehicles which are basically showroom standard. Technologically this decade saw incredible advances. In 1990 MMC introduced the world's first Traction Control System, followed by Super Select 4WD and Multi-mode ABS in 1991 and INVECS in 1992. Commercial production of the Libero electric car began in 1994 whilst 1996 saw the development of the GDI engine. Overseas production expansion was attained with the first Carismas rolling off the line at NedCar, Holland in 1995 - a joint venture between MMC, Volvo and the Dutch government - as well as the opening of production lines in Australia and Thailand. NedCar became a wholly owned MMC facility within a year. In 2000, MMC and DaimlerChrysler (DC) developed a business partnership that involved design, development and production co-operation. DC purchased a 37% stake in MMC and at NedCar Volvo production was replaced by Smart Four-Fours. In 2004 DC's stake in MMC was sold to the Mitsubishi Family (comprising of Mitsubishi Corporation, Mitsubishi Heavy Industries and the Bank of Tokyo Mitsubishi). However, MMC and Daimler Chrysler have maintained a successful business relationship and continue to share B & C segment platforms and engines. In terms of motor-sport, the strength of Mitsubishi's 4x4 heritage was yet again demonstrated by a record breaking 11th victory in the 2006 Dakar rally - the sixth successive victory for the Japanese manufacturer in six years. Today, MMC has manufacturing facilities in over 30 countries and its sales and after-sales organisation is present in more than 170 countries. Mitsubishi Motors Europe In 2002, Mitsubishi Motors Europe was established in order to coordinate sales and after-sales specifically for the European market. European product revival started with the Colt in 2004 and subsequently the Grandis, Lancer Evolution IX, new L200 and most recently the Colt CZC Cabriolet joined the range. In 2007 the full product line-up transformation which started in 2004 will be completed with the introduction of the all new Outlander, revised Shogun, new Lancer and the Lancer Evolution X. The Colt Car Company The Colt Car Company (CCC) was established as the sole UK distributor in 1974. Other subsidiary companies are: Spitalgate Dealer Services (dealer wholesale stocking), Shogun Finance (retail finance company) and Colt Mid West (dealerships - currently there are 7). At present the company has a network of 142 dealerships, with an aim to increase to 150. Prior to the end of import quotas in 1996 average annual sales were around 10,000 units, with a high mix of 4x4s. The introduction of European-built models at NedCar, together with the relaxation of import quotas on Japanese-built vehicles resulted in sales expectations increasing dramatically. However, as a result of unrealistic sales targets, inventory mounted up causing distress selling. In 2000 a new management team headed by Jim Tyrrell took over. A new strategy was implemented for fleet business, product and pricing, with new terms for dealers and head office headcount reduced by 125. Mitsubishi soon became the fastest growing Japanese marque in the UK and annual sales more than doubled between the years 2000 - 2005 from 18,000 to 38,000. CCC celebrated its 30th anniversary in 2004 by launching a range of new models including the Colt supermini, Grandis people carrier and Lancer Evolution IX high performance vehicle. The company went on to be named the number 1 European distributor in 2004. The number one selling Mitsubishi vehicle in the UK in recent years has been the L200 pick-up (53,000 units sold between 1998 and 2005). In 2006, the new L200 was launched creating unprecedented interest. In the UK 1,500 orders were taken for the vehicle before it had even arrived in dealer showrooms. The new L200 looks set to maintain Mitsubishi's dominance of the pick-up segment in the UK, building on the retail share of the outgoing L200, which stood at an incredible 48% in 2005. With the launch of four new major vehicles in 2007, CCC looks set to progress rapidly towards its ultimate target of 50,000 annual Historical Evo Problems. Engine Fault/Quirk Symptom Main cars affected Fuel Cuts Hard Jerk as fuel is cut to the engine 1800 RS/GSR and all Evos Tappet Noise ‘Ticking’ noise from the top of the engine 1800 RS/GSR and all Evos Rusted Wastegate Actuator Inconsistent boost levels or fuel cuts E4 onwards Overflowing Expansion Tank Coolant overflowing from the expansion tank Idle Speed Control Valve Erratic, fast or slow idle or stalling on idle 1800 RS/GSR and all Evos Transmission & Drivetrain Fault/Quirk Symptom Main cars affected Front Helical LSD Case Bolt Failure Regular ‘knocking’ from the front on full lock E4 onwards Gearbox Input Shaft Bearings Whine from the gearbox area E4 onwards Baulking Gear Change 1st, 2nd & Reverse gears are hard to select E4 onwards AYC Problems ‘Squawking’ from the rear axle/diff area AYC equipped cars Suspension Fault/Quirk Symptom Main cars affected Suspension Top Mount ‘Knocking’ from the front on full lock over rough ground E4 onwards Anti-roll Bar Bushes/Drop Links Rattle from the front over light to hard rough ground 1800 RS/GSR and all Evos Brakes Fault/Quirk Symptom Main cars affected Warped Discs Vibration through the steering wheel under braking E5 onwards Discoloured/Flaking Brembo Caliper Paint/Lacquer Peeling lacquer or the red paint turning brown E5 onwards ‘Seized’ Brakes Extremely difficult or not possible to pull away E4 onwards Wheels Fault/Quirk Symptom Main cars affected Flaking Lacquer Lacquer flaking from the back corners of the spokes on OZ alloy wheels E5 onwards Electrical Battery Terminals Engine and electrics ‘hesitating’ or ‘dying’ E4 onwards Poor Headlight Brightness Poor headlight illumination, mainly on dipped beam E4 onwards Intermittent/Non-Working Speedometer Speedometer flickering or not working E6/TME Incorrectly Registering Fuel Gauge Inaccurate fuel measurements E4 onwards Air Conditioning Smells ‘Fishy’ smells from the air conditioning A/C equipped cars Poor Radio Reception Poor radio reception E4 onwards, GSR models only Interior Fault/Quirk Symptom Main cars affected Slipping Recline On Recaro Seats Recaro seats keep slipping backwards requiring adjustment every few days E4 onwards Bodywork Bootlid Surround Paint Damage Paint rubbed off from under the boot ‘bump stops’ E4 onwards Paint Stone Chips Stone chips on bonnet and rear arch extensions E4 onwards Sitemap © U Drive Cars Ltd, 2006
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