- Powerful turbocharged 2.0-litre engine
- 4WD traction makes for excellent dynamics
- Sensitive, accurate steering provides excellent feedback
- Supportive Recaro front seats
- Turbo lag and sluggish performance below 3000rpm
- Notchy gearshifts and clutch pedal has narrow take-up
- Firm rear seats
- Cabin lacks sound insulation
- Cheap interior materials
- Large turning circle
Overview
Released in August 2005, the Mitsubishi CT9A Lancer Evolution IX was a high performance sedan. The Evolution IX was powered by a 2.0-litre turbocharged four-cylinder engine – with double overhead cams, four valves per cylinder and variable inlet valve timing (Mitsubishi’s MIVEC) – that was mated to a close-ratio, six-speed manual transmission. The engine required 98 RON premium unleaded petrol.
Compared to the Lancer Evolution VIII , the Evolution IX could be identified by its mesh front grille with floating chrome Mitsubishi symbol, front bumper design with corner cooling ducts and new rear bumper with diffuser. Inside, there was a leather-wrapped Momo three-spoke steering wheel with black spokes and the dashboard featured ‘carbon fibre-look’ detailing. Furthermore, the rear springs were adjusted to lower body height and improve rear-end behaviour when cornering.
The Evolution IX was 4490 mm long, 1770 mm wide, 1450 mm tall and had a 2625 mm long wheelbase. Furthermore, the Evolution IX had MacPherson strut front suspension and multi-link rear suspension (both with coil springs, anti-roll bars and gas-filled dampers).
| Engine | Trans. | Peak power | Peak torque | |
|---|---|---|---|---|
| Evolution IX | 2.0-litre turbo petrol I4 (4G63) | 6sp man. | 206 kW at 6500 rpm | 355 Nm at 3000 rpm |
4WD system
The Evolution IX had a permanent four-wheel drive system which included an Active Centre Differential (ACD). In normal conditions, the system provided a 50:50 front:rear torque split. However, the ACD regulated the limiting force of the differential to match driver operation of the vehicle and driving conditions. Under hard acceleration, the ACD reduced slippages and approaches a locked state to transfer more torque to the road surface. Under rapid steering inputs, however, the ACD operated virtually as an open differential for improved steering response. The ACD also enabled the driver to select from three drive modes – Tarmac, Gravel and Snow – for optimum traction.
Furthermore, the Super Active Yaw Control system used a computer to regulate torque transfer in the rear differential. When accelerating through a corner, S-ATC would reduce understeer by transferring torque to the outer wheel. Conversely, when decelerating in a corner, torque would be applied to the inner wheel.
Safety equipment
Standard safety equipment for the Evolution IX included dual front airbags, ABS, electronic brake force distribution, electronic stability control, traction control and front seatbelts with pretensioners and load limiters.
The Evolution IX was fitted with a Brembo braking package which included 320 mm ventilated front brake discs with four-piston calipers and 300 mm ventilated rear discs with two-piston calipers.
Features
Standard features for the Evolution IX included 17-inch five double-spoke Enkei alloy wheels with 235/45R17 93W high performance tyres, a six speaker sound system with six-disc CD player, climate control air conditioning, Recaro bucket seats with Alcantara suede upholstery and leather bolsters, rear fog lights, a leather-wrapped steering wheel and gearshift, remote central locking, power mirrors and windows, a tilt adjustable steering wheel, an alarm (with tracking system) and an immobiliser.
An optional Performance Pack added Bilstein shock absorbers and forged lightweight BBS alloy wheels.
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