Mitsubishi Lancer Evolution Infotråd

[eiriksmil]

1963: Mitsubishi Colt debuterer.

1969: Colt Galant blir introdusert.

1973: Første generasjon Lancer blir presentert.

1973: Toppmodellen, 1600 GSR kommer litt senere etter lanseringen. Utvikler 110 bhp.

1974: Lancer blir introdusert i Storbritannia.

1979: Andre generasjon Lancer debuterer, EXen.

1981: 1800 GSR Turbo blir introdusert.

1982: En ansiktsløftning blir gjort, og 4-dørs får navnet Fiore.

1984: Andre generasjon Fiore blir lansert, bare 2 år etter.

1986: Små forandringer, turbo versjon, dukker opp i USA som Plymouth og Dogde Colt. Fiore Turbo-utgaven er sammen med 1800 GSR Turbo EX, forgjenger til Evo I.

1987: Fiore går ut av produksjon i Japan, men bilene blir fortsatt produsert i Malaysia. Erstattet av en ny versjon Lancer.

1990: De siste Fiorene blir produsert i Malaysia.

1992: Fjerde generasjon Lancer dukker opp. Galant WRC sliter i verdensmesterskapet i rally (WRC), og Galantens 2 liter turbo-motor blir dumpet oppi en Lancer. Evo I er født. En 1.6 V6 kommer også på markedet.

1994: Evo II blir lansert, med små kosmetiske og motormessige endringer, i tillegg til forandringer i hjulopphenget.

1995: Mer aggressiv styling, ett nytt bodykit og en større spoiler forskjelligjør III fra de to første versjonene. Et nytt MOMO ratt kommer i GSR-utgaven, blant en av de mange finessene som gjør den tredje versjonen mer sofistikert enn de første.

1996: Design forandringer, hjuloppheng forandringer, og oppgradering av kraft (til 276 bhp), gjør dette til Evo IV. Den får hvite instrumenter, og i tillegg blir det gjort noen forandringer i klimaanlegg-betjeningen. De små, doble eksostippene blir byttet ut til fordel for én større, oval tip.

1998: Femmer'n. En rund eksos-tip, fortsatt 276 bhp, men dreiemoment er nå oppgradert til 274 lb ft. Gir-utvekslingen er beholdt fra IV, men selve konstruksjonen er blitt gjort sterkere.

1999: VI kommer. Blå instrumenter, et heftig bodykit, større og tykkere hjulbuer, lettere panser og enkle bak lys er blant forandringene. with blue dials, a hefty bodykit, flared wheel arches, lighter hood, and easier light clusters are among the changes. Rykter vil ha det til at det sitter 300 bhp i bilen, offisielle tall er fortsatt 276 bhp. Egenskapene på asfalt er drastisk forbedret, spesielt for rally-sammenheng, men også for gateversjonen.

2001: Evo VII blir introdusert i Japan. Dashbord and instrument-designet har faktisk en klar likhet til 1986 Lancer Fiore, nevnt ovenfor, men den kan også by på et MOMO lær trukket ratt, mange-eiket felger, enda større spoiler og mange andre store forandringer (den største forandringen for en Evo, gjort mellom VI og VII), Den er ikke lengre basert på Mirage, som IV-VI, men på Lancer Cedia.

2003: VIII kommer, for fullt. Både i Japan, i England, i USA, for første gang, og i Europa. Offisielt importert! FQ og MR modeller er i tillegg til GSR/VIII modellen lansert i alle markeder, unntatt Europa (ikke UK).

2005: IX er endelig introdusert. Det er den siste Lancer-baserte Lancer Evolution, før X kommer i 2007, bygget på en helt ny plattform. I IX legges det til ekstra lær interiør, rundt 300 bhp er standard og MIVEC blir infiltrert i 4G63-motoren (ventil-timing, mindre turbo-lag med denne).

[eiriksmil]

1963:

 

 

1969:

 

 

1973:

 

 

1974:

 

 

1979:

 

 

1981:

 

1982:

 

1984:

 

1986:

 

1987:

 

1992:

 

1992, Evo I

 

1994

 

1995

 

1996

 

1998

 

1999

 

2001

 

2003, JDM/EDM

 

2003, USDM

 

2005

Endret August 22, 2013 av marius

[eiriksmil]

Flere bilder:

 

 

Evo I:

 

 

 

 

 

 

Evo II:

 

 

 

 

Evo III:

 

 

 

Evo IV:

 

 

 

 

Evo V:

 

 

 

 

 

 

 

 

 

Evo VI:

 

 

 

 

 

Evo VII:

 

 

 

 

 

Evo VIII:

 

 

 

 

 

 

 

 

 

 

Evo IX:

 

 

 

 

Endret August 22, 2013 av marius

[eiriksmil]

Takk til de jeg har fått bruke bilder av, blant annet MrLeone og Nasser (ikke her). I tillegg vil jeg si at jeg ikke bryter noen copyright. Ingen av bildene er mine, og jeg bare linker til bildene.

 

Engelsk versjon, og enda mer utfyldene finnes på EvolutionForums. Dette er en fornorsket teksk, fornorsket av meg.

 

Jeg er også forfatter av "tidslinjen" øverst.

 

Spørsmål, kommentarer og lignende? Bring them on!

 

Jeg håper denne tråden vil bli klistret i fremtiden...

[eiriksmil]

Litt meir facts:

 

"Evolution I

CD9A

 

Flush with success from its Galant VR-4 and hungry for WRC victory, Mitsubishi determined in 1990 that further success would require a new platform. To that end, Mitsubishi engineers started with VR-4's proven drivetrain and shoehorned it into the lighter, smaller Lancer chassis and the Evolution I was born.

However, competition in WRC's Group A required the homologation of 2,500 production models. No problem. Offered in GSR and RS flavors, 5,000 EVO Is were snapped up between September 1992 and December 1993. Mitsubishi's intent behind the lightweight RS model was to provide a good starting point for building a club-level rally car.

 

So why include parts that will be tossed later? With that philosophy in mind, RS models were sold with steel wheels, manual windows, and cheap seats. ABS was not offered on RS models, nor was a rear wiper. The GSR, intended to serve street-car duty, included power windows, air conditioning, Recaro seats, alloy wheels and carpets, helping to bring the GSR's total weight to 2,730 pounds, 155 pounds more than the RS. Keep in mind the Japanese weigh their cars with no fuel, spare, or jack, so make a mental conversion over to American-style curb weights.

 

Throughout the EVO's life, motivation was provided by the VR-4's stout iron-blocked turbocharged 2.0-liter DOHC 4G63 engine. EVO I got a lighter crankshaft, higher compression pistons, new connecting rods, plus a new port geometry, bringing output to 228 lb-ft at 3000 rpm and 247 hp at 6000 rpm; 10 more than the VR-4. The VR-4's established AWD drivetrain and five-speed W5M33 gearbox, with a double-cone synchro added to second gear, were carried over.

 

The EVO's suspension consisted of MacPherson front struts and a multi-link rear, with pillow-ball mounts replacing the base Lancer's rubber bushings in the control arms and toe-control links. The lowly Lancer chassis was beefed up to cope with the rigors of rally use, giving a 20-percent increase in torsional rigidity. Extra beef equals weight, so undercoating was removed on all Evolution RS models through EVO V.

 

Evolution II

CE9A

 

The Lancer Evolution II, built from December 1993 to January 1995, was focused primarily on improving the handling of the EVO I. Though the same fundamental chassis was used in Evolutions I-III, EVO II brought a 10mm increase in wheelbase accomplished by moving the front wheels forward. Vehicle track was increased at both ends to accommodate larger tires (now 205/60-15; up from 195/55-15), while longer control arms in front and a revised swaybar mounting arrangement enhanced steering response. Aerodynamic tweaks like a front air dam and an additional rear spoiler support improved vehicle stability at higher speeds.

 

Mitsubishi intended to improve power output with each Evolution, and EVO II started the trend. Boost pressure was increased, higher-lift cams were fitted, and detail changes to the exhaust reduced backpressure. Power of the 4G63 was now up to 256 hp, while torque remained unchanged at 228 lb-ft, propelling a vehicle weight of 2,750 pounds for GSR models and 2,600 pounds for RS models

 

Evolution III

CE9A

 

Speeds on tarmac stages were getting higher, so reducing lift and improving cooling performance became priorities in Evolution III. A larger rear wing, a front airdam with brake cooling vents, and rocker panel extensions were fitted and, you guessed it, power was up again.

 

Ongoing improvements to the engine's breathing were rendering the existing turbo, a TD05H-16G-7, a liability à compressor efficiency was taking a dump at higher engine speeds, adversely impacting volumetric efficiency. So Mitsubishi swapped the old 60mm 16G compressor wheel for a more suitably sized 68mm 16G6 wheel and redesigned the exhaust again for less backpressure. With these new lungs and another bump in compression ratio to 9.0:1, power crept to 266 hp at 6250 rpm, while torque stayed at 228 lb-ft.

 

Selling 7,000 examples from January 1995 to August 1996, Evolution III was the best-selling EVO to date.

 

Evolution IV

CN9A

 

 

The initial production run of 6,000 EVO IVs sold out in three days. EVO mania had hit full force. This latest EVO, introduced in August 1996, was based on an entirely new Lancer platform and had a technology portfolio as long as your arm. A new twin-scroll turbo kept exhaust pulse energy high all the way to the turbine wheel, improving boost response so effectively that the size of the turbine housing was stepped up (from 7 cm2 to 9 cm2). Coupled with a new cam grind, the larger turbine housing promoted better volumetric efficiency at higher engine speeds, while the twin-scroll took care of the low end. To homologate a new anti-lag system, all production models were sold with the anti-lag air injection hardware on the exhaust manifold. With no software to control it, however, street drivers were prevented from shooting anti-lag-induced fireballs out the tailpipe during gear changes. Compression ratio was back down to 8.8:1, thanks to new, lighter pistons, and a new metal head gasket kept combustion pressures where they belonged. Output was now 276 hp at 6500 rpm, while peak torque leaped to 260 lb-ft at 3000 rpm.

 

Mitsubishi was also forging new production-car territory with its inclusion of Active Yaw Control (AYC), which adjusted rear torque split to minimize understeer and improve turn-in, and, on RS models, a torque-sensing helical limited-slip front differential. As if that weren't enough, buyers were offered a super-close ratio gearbox in addition to the standard five-speed, plus a choice of final drive ratios.

 

One downside of the new, stiffer chassis and drivetrain goodies was a vehicle weight increase of nearly 200 pounds, with the car now tipping the scales at 2,970 pounds.

 

Clearly, Mitsubishi was barring no holds in the street adaptation of its rally car. The EVO was highly competitive in WRC and was earning a well-deserved cult following in the rest of the world, while American enthusiasts remained largely ignorant of the World Rally Championship and the fire-breathing offspring it produced.

 

Evolution I

CD9A

 

Flush with success from its Galant VR-4 and hungry for WRC victory, Mitsubishi determined in 1990 that further success would require a new platform. To that end, Mitsubishi engineers started with VR-4's proven drivetrain and shoehorned it into the lighter, smaller Lancer chassis and the Evolution I was born.

However, competition in WRC's Group A required the homologation of 2,500 production models. No problem. Offered in GSR and RS flavors, 5,000 EVO Is were snapped up between September 1992 and December 1993. Mitsubishi's intent behind the lightweight RS model was to provide a good starting point for building a club-level rally car.

 

So why include parts that will be tossed later? With that philosophy in mind, RS models were sold with steel wheels, manual windows, and cheap seats. ABS was not offered on RS models, nor was a rear wiper. The GSR, intended to serve street-car duty, included power windows, air conditioning, Recaro seats, alloy wheels and carpets, helping to bring the GSR's total weight to 2,730 pounds, 155 pounds more than the RS. Keep in mind the Japanese weigh their cars with no fuel, spare, or jack, so make a mental conversion over to American-style curb weights.

 

Throughout the EVO's life, motivation was provided by the VR-4's stout iron-blocked turbocharged 2.0-liter DOHC 4G63 engine. EVO I got a lighter crankshaft, higher compression pistons, new connecting rods, plus a new port geometry, bringing output to 228 lb-ft at 3000 rpm and 247 hp at 6000 rpm; 10 more than the VR-4. The VR-4's established AWD drivetrain and five-speed W5M33 gearbox, with a double-cone synchro added to second gear, were carried over.

 

The EVO's suspension consisted of MacPherson front struts and a multi-link rear, with pillow-ball mounts replacing the base Lancer's rubber bushings in the control arms and toe-control links. The lowly Lancer chassis was beefed up to cope with the rigors of rally use, giving a 20-percent increase in torsional rigidity. Extra beef equals weight, so undercoating was removed on all Evolution RS models through EVO V.

 

Evolution II

CE9A

 

The Lancer Evolution II, built from December 1993 to January 1995, was focused primarily on improving the handling of the EVO I. Though the same fundamental chassis was used in Evolutions I-III, EVO II brought a 10mm increase in wheelbase accomplished by moving the front wheels forward. Vehicle track was increased at both ends to accommodate larger tires (now 205/60-15; up from 195/55-15), while longer control arms in front and a revised swaybar mounting arrangement enhanced steering response. Aerodynamic tweaks like a front air dam and an additional rear spoiler support improved vehicle stability at higher speeds.

 

Mitsubishi intended to improve power output with each Evolution, and EVO II started the trend. Boost pressure was increased, higher-lift cams were fitted, and detail changes to the exhaust reduced backpressure. Power of the 4G63 was now up to 256 hp, while torque remained unchanged at 228 lb-ft, propelling a vehicle weight of 2,750 pounds for GSR models and 2,600 pounds for RS models

 

Evolution III

CE9A

 

Speeds on tarmac stages were getting higher, so reducing lift and improving cooling performance became priorities in Evolution III. A larger rear wing, a front airdam with brake cooling vents, and rocker panel extensions were fitted and, you guessed it, power was up again.

 

Ongoing improvements to the engine's breathing were rendering the existing turbo, a TD05H-16G-7, a liability à compressor efficiency was taking a dump at higher engine speeds, adversely impacting volumetric efficiency. So Mitsubishi swapped the old 60mm 16G compressor wheel for a more suitably sized 68mm 16G6 wheel and redesigned the exhaust again for less backpressure. With these new lungs and another bump in compression ratio to 9.0:1, power crept to 266 hp at 6250 rpm, while torque stayed at 228 lb-ft.

 

Selling 7,000 examples from January 1995 to August 1996, Evolution III was the best-selling EVO to date.

 

Evolution IV

CN9A

 

 

The initial production run of 6,000 EVO IVs sold out in three days. EVO mania had hit full force. This latest EVO, introduced in August 1996, was based on an entirely new Lancer platform and had a technology portfolio as long as your arm. A new twin-scroll turbo kept exhaust pulse energy high all the way to the turbine wheel, improving boost response so effectively that the size of the turbine housing was stepped up (from 7 cm2 to 9 cm2). Coupled with a new cam grind, the larger turbine housing promoted better volumetric efficiency at higher engine speeds, while the twin-scroll took care of the low end. To homologate a new anti-lag system, all production models were sold with the anti-lag air injection hardware on the exhaust manifold. With no software to control it, however, street drivers were prevented from shooting anti-lag-induced fireballs out the tailpipe during gear changes. Compression ratio was back down to 8.8:1, thanks to new, lighter pistons, and a new metal head gasket kept combustion pressures where they belonged. Output was now 276 hp at 6500 rpm, while peak torque leaped to 260 lb-ft at 3000 rpm.

 

Mitsubishi was also forging new production-car territory with its inclusion of Active Yaw Control (AYC), which adjusted rear torque split to minimize understeer and improve turn-in, and, on RS models, a torque-sensing helical limited-slip front differential. As if that weren't enough, buyers were offered a super-close ratio gearbox in addition to the standard five-speed, plus a choice of final drive ratios.

 

One downside of the new, stiffer chassis and drivetrain goodies was a vehicle weight increase of nearly 200 pounds, with the car now tipping the scales at 2,970 pounds.

 

Clearly, Mitsubishi was barring no holds in the street adaptation of its rally car. The EVO was highly competitive in WRC and was earning a well-deserved cult following in the rest of the world, while American enthusiasts remained largely ignorant of the World Rally Championship and the fire-breathing offspring it produced.

 

WRC classes were also evolving and by 1997 a new class, creatively named "World Rally Car" class, had emerged. WRC class cars had to abide by Group A rules, but did not require homologation, giving them a more serious purpose-built flavor. Still confident in the efficacy of its Evolution platform, Mitsubishi opted to continue competing in Group A and introduced the Evolution V in January of 1998.

 

To remain competitive against the WRC class cars, especially in tarmac trim, all areas of the EVO received attention. Vehicle track was increased 40mm in front and 35mm in the rear, with new fender flares and 17-inch wheels to fill them out. Suspension geometry was reconfigured for more travel and lower roll center, and inverted struts were fitted to the front. Both ends of the car got larger brakes. The twin-scroll turbine housing was biggie-sized to 10.5 cm2, and the 4G63's cylinder bore was increased 0.3mm for improved piston-ring sealing characteristics. At 1998.6cc, total displacement remained below 2.0 liters as per class rules.

 

Peak torque jumped to 275 lb-ft at 3000 rpm. Claimed power remained at 276 hp, an artifact of the Japanese "gentlemen's agreement" of capping peak power quotes, rather than a true reflection of the 4G63's urge in its then-current guise. It's safe to say that the engine was making something over 280 hp at this point.

 

Despite the changes, total weight increased only 22 pounds over the EVO IV. With an aggressive new rear wing, larger hood vents for improving radiator airflow, a deeper front chin spoiler, and enormous cooling vents in the bumper, the EVO V looked like a rolling street fight.

 

Evolution VI

CP9A

 

Further improvements to cooling performance and engine durability were the main focus of 1999's Evolution VI. A new coolant routing path reduced water pump cavitation, and shrunken fog lamps meant even larger openings in the bumper were possible, and the license plate was offset to the driver's side to get out of the way of cooling airflow. New pistons with cooling channels cast in the underside were installed, and a larger oil cooler was fitted, as was a larger intercooler.

 

Though Mitsubishi did not claim an increase in engine output for Evolution VI, its power delivery improved in RS by using a titanium-aluminide turbine wheel, a world's first in a production car. With lower density than a traditional Inconel turbine wheel, this intermetallic alloy reduced rotational inertia, improving boost response. However, titanium-aluminide is more brittle than Inconel, and to avoid potential durability problems the titanium-aluminide turbo was not available in the street-biased GSR model.

 

Chassis stiffness was increased further still with the addition of 130 spot welds, strategic reinforcements, and the use of structural adhesive. New regulations limiting the size of aerodynamic enhancements meant yet another new rear wing for the Evolution. To make up for the lost wing area, Mitsubishi simply added a second tier.

 

Another trim level was introduced, RS2, combining the RS-only hardware specification with a modicum of the GSR's niceties. By this time, American enthusiasts were fully clued into the EVO's overseas presence, and their pleas for a U.S.-spec car were being given consideration.

Appearantly, it didn't work out.

 

Evolution VII

CT9A

 

In 2001, the Evolution VII was introduced. And the Evolution series as a Group A homologation model was dead. For the first time, Mitsubishi would be competing in WRC class, which does not require the sale of homologation vehicles to the public. Evolution VII was based on Mitsubishi's newer Lancer Cedia platform, one size larger than the previous platform, to the chagrin of some hard-core EVO fans. What little it gave up in pure straight-line urge to the lighter EVO VI it made up for with chassis wizardry.

 

Most significant was the introduction of an active center differential (ACD), an all-new electro-hydraulically controlled multiplate clutch-type limited-slip differential with three times the binding capacity (783 lb-ft compared to 221 lb-ft) of the viscous unit used in the EVO VI. Active Yaw Control (AYC) still regulated torque split in the rear differential, while a torque-sensing helical limited-slip was fitted to the front. With input from a host of sensors, ACD and AYC were both regulated by a single dedicated control unit. Together, ACD and AYC improved turn-in and reduced understeer more seamlessly, allowing controlled tail-out hooliganism and scalpel-sharp steering response.

 

Structural reinforcements to the donor Cedia chassis increased flexural rigidity by 50 percent by adding thicker sheetmetal and bracing in high-load regions, seam-welding in the B-pillars and front chassis section, and more than 200 additional spot welds in the door apertures. Weight-saving measures like thinner glass, forged aluminum suspension pieces, aluminum front fenders, thinner sheetmetal in the roof panel, a magnesium cam cover, and hollow camshafts kept the total vehicle weight increase to about 90 pounds over the EVO VI.

 

At 276 hp, quoted power remained unchanged though peak torque increased to 283 lb-ft, this time by way of reworked intake ports, a less-restrictive intake manifold, and a smaller twin-scroll turbine housing (reduced from 10.5 to 9.8 cm2). Paired with a 20mm larger intercooler and a lower-backpressure exhaust, the sauce was spread over a broader range of engine speeds than ever before. Overall, the VII was an even more potent performer-if a more civilized one-than the VI.

 

The Lancer Evolution series' overwhelming success extends a big middle finger to the focus groups and consumer clinics of the traditional mainstream, lukewarm, carry-your-golf-clubs-in-the-trunk sissy pants approach to car building, and smacks misty-eyed retromobiles upside the head. Prodigious performance envelope aside, that's reason enough to respect it."

 

 

Evolution VIII

 

 

As the time moved on Mitsubishi was not longer the leader in WRC, so the Evo VIII is more of a street car. It was the first model to be sold by Mitsubishi Approved Dealers in many countrys, including Europe, Australia and some parts of Asia. And, the car came to the US. By the half of 2005 the models are variated:

For UK the VIII comes in models 260, 280, MR FQ-300, MR FQ-320 and MR FQ-340. It was also made a special edition Evo VIII, the MR FQ-400. For the U.S models include the RS, the "normal" GSR and the MR. While the standard models in the UK went as high as 340 bhp, US have to claim 280 bhp.

 

The Evo VIII includes an AYC controller, the AWD, and the 4G63 engine, used by Mitsubishi for ages.

 

Evolution IX

 

The last Lancer based Evo, before Chysler is messing it up. The Evo has been adored in many markets and I think we could call it, a living legend. It builds on the same technical specs from the VII and VIII. Now the 4G63 engine has got the MIVEC variable vavle timing spring stuff, and the car has got beefier looks.

The models in the UK will be the same. In Japan you can have the RS, the GT and the GSR, where the GSR is the top model. The Evos 6 speed transmission is upgraded from the VIII. The reability problems hanging over from the Evo VI, where cluchtes and transmission was the biggest problems, seems to have been wiped out. The Evo IX will be sold in the most countries, with some skills from all editions: It is a rally based, street legal, mean looking, 2.0 litre engined, 280 brake horsepowered, turbocharged, fine handler, award winning cornerer, costing $30.000 in the US, and £25.000 in the UK, matching some of the worlds best supercars in performance, 1/5 the price. Now, what's that of a four door saloon?

 

All the writings concerning the Evo I-VII is written off Sport Compact car. The information about the VIII and IX is written by myself.

[realace]

Mye fritid i julen? :)

 

God jul og godt nyttår

 

Mvh

[eiriksmil]

Mye fritid i julen? :)

 

God jul og godt nyttår

 

Mvh

 

Hehe. Neida, la denne tråden opp på EvoForums for en god stund siden. Tenkte at jeg kunne legge samme her, for å gjøre noe seriøst, for en gangs skyld... Hadde jo malen liggende, så, tok ikke lengre enn 30 min kanskje.. Mye man ikke vet der, tror jeg..

 

God Jul, og Godt Nytt År!

[blown]

Kjempetråd!! :) Glimrende for oss som ikke vet "alt" om Evo'en fra før - det er skikkelig kule biler. For min egen del står det nok mellom en Evo og en WRX som neste bil, og helt inntil Subaru lanserte siste utgave av WRX'en så ville jeg nok ha valgt den...

[eiriksmil]

Kjempetråd!! :) Glimrende for oss som ikke vet "alt" om Evo'en fra før - det er skikkelig kule biler. For min egen del står det nok mellom en Evo og en WRX som neste bil, og helt inntil Subaru lanserte siste utgave av WRX'en så ville jeg nok ha valgt den...

 

Hehe. STi er vel nærmere Evo i pris, utstyr og power enn WRX, men begge er fete! Ble jo kun solgt fra 2003 i Statene, så du har nok gått glipp av en del ;)

 

Takk, forresten!

[blown]

Hehe. STi er vel nærmere Evo i pris, utstyr og power enn WRX, men begge er fete! Ble jo kun solgt fra 2003 i Statene, så du har nok gått glipp av en del ;)

 

Takk, forresten!

Jojo, jeg mente så klart en WRX STi... :)

[EspenS]

Det må jeg si Eirik :pray

 

kjempe tråd med bra bilder! synd det ikke er flere sånne!

[CalibR]

Poster noen bilder av en rally-rigga evo 8 (øverste) og noen andre her jeg viss det er greit ;)

Veldig fin tråd du har fått til. Må ha tatt litt tid :)

 

Personlig så liker jeg disse bildene veldig godt forøverig.

 

 

 

 

 

 

 

http://bmaziarz.home.bresnan.net/EvoSide1.jpg

 

http://bmaziarz.home.bresnan.net/EvoDesaturated.jpg

[eiriksmil]

For all del, post egne bilder! Jo flere, jo bedre! :)

Fine bilder, forresten! Digger spesielt den siste, og den USA-versjonen. Den gule altså. Fint å se at amerikanerne kommer etter!

[Jafo]

eriksmil, kan du legge ut den info'en på Mitsubishi-klubbens sider ogsÅ?

Ev kan jeg kopiere den og legge den ut?

 

http://www.mitsubishi-klubben.no/forumet

 

/Jan Erik

[espsko]

Jojo, jeg mente så klart en WRX STi... :)

 

Snakker vi nybil er jo Evo billigere enn STi, har bedre kasse, clutch og motor enn STi, bruker mindre bensin enn STi og har MYE diggere seter enn STi, så der hadde det ikke vært noen tvil for min del :rolleyes: