The Mitsubishi Evo IX arrived here in two forms – the GT and the GSR – though there is an RS version available to the hardcore rally competitor through Mitsubishi Ralliart. All models are full-time 4WD.

So why has Motor Equipment News chosen to look at this particular car at this particular time? No, Mitsubishi hasn’t given us one, but the 9th incarnation of the Evo name is the first of the Lancer Evos to be offered in two forms for a start.

Secondly, the level of technology in the Lancer Evo IX is high and hey, if we can talk about Bentleys, why not about what has been called the fastest accelerating sedan on the New Zealand market, capable of covering 0-100 kph in just 4.3 seconds?

The Lancer Evo is a legendary car and you don’t get legendary status by chopping and changing engines, so Mitsubishi has retained the 4G63 engine, for both the sporty GT and more comfortable GSR models.

You can however, as Mitsubishi has done, refine the engine.

Using variable valve timing technology – which in Mitsi-speak is MIVEC, Mitsubishi Innovative Valve timing Electronic Control system – the Evo IX returns improved fuel economy and higher top end performance.

This sounded dangerously close to sales-speak, so we looked a little closer:

MIVEC actually matches inlet valve timing to the engine speed and load. At the top end of the rev range, the system uses gas inertia-induced cylinder filling to stop the engine running out of breath at higher rpms, while at the lower end, the system stabilises combustion and improves efficiency while reducing emissions.

Cleaner emissions have also allowed the reengineering of the catalytic converter flow capacity and a reduction in back pressure, resulting in better response at all engine speeds.

But in addition to MIVEC, Mitsubishi has done some more tinkering under the bonnet.

The addition of pressure and temperature sensors in the intake manifold has given more precision to ignition timing, larger cylinder head water galleries and the switch to long reach spark plugs which has reduced wall surface temperature in the combustion chambers.

Piston rings have gone from a 3-piece to a 2-piece design to reduce oil consumption by, according to Mitsubishi anyway, about 10%.

And then there’s the big one – the turbocharger.

The housing has changed to accommodate air diffuser changes and rather than use the aluminium alloy compressor wheel, the Evo IX GT uses a titanium aluminium alloy which has the effect of reducing rotational inertia through being lighter in weight. The result is faster supercharging response and a reduction in turbo lag. The new wheel is available as an option on the GSR.

The figures then – presumably all this does something good to the power and torque outputs?

The enhanced engines now peak the torque curve at 407 Nm at 3,000 rpm in the GT and 400 Nm at 3,500 rpm in the GSR. Maximum power for both models is 216 kW, up from 206 kW.

A potted history of power in the Evo range, looks something like this:

Evo I – 184kW; Evo II -191kW; Evo III - 199kW; Evo IV - 206kW (carried through to Evo VII GT-A - 200kW; Evo VIII, VIII MR and Evo IX - 206kW.

Engine power to wheel transfer is handled through either a five-speed transmission in the GT with a six-speed manual in the GSR.

Getting the Evo to stick to the road has been a highlight of the range since the Evo IV arrived with Active Yaw Control technology to regulate rear wheel torque split for improved handling and cornering. Then along came Evo VII with its Active Centre Differential which balances torque slippage front and rear for traction and steering response.

Evo VIII came to us with a Super Active Yaw Control with a more powerful torque transfer capability for those who want to ‘push the envelope’ in cornering.

Evo IX brings it all together with an upgraded sports ABS system and electronic brake force distribution to reduce brake fade by limiting front brake loading.

The GT – further adding to the ‘sticktoitiveness’ of the Evo IX – adds a helical front LSD and a mechanical rear LSD.

Brembo front and rear brakes have been carried over from the previous model as are the Bilstein/Mitsubishi co-designed shock absorbers. The rear springs have changed however, lowering the ride height and improving the rear end stability.

High response shock absorbers - jointly developed by MMC and Bilstein - carry over from Evolution 8, as do Brembo front and rear ventilated disc brakes and there are new rear springs that lower the vehicle height slightly, improving ride and steering response.

This article was put together with the intention that all you folks who need to know what’s changed are informed. For those of you who want to buy one, you can own a Lancer GT – the sporty one - for $59,990, or the GSR – the other one with the six-speed manual – for $66,490. l