Purchase advice Mitsubishi Evolution IV (1996 - 1998)

Mitsubishi Japan
Purchase advice Mitsubishi Evolution IV (1996 - 1998)
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E ines first: The model cycles of The first generations of the Mitsubishi Lancer Evolution seem as strangely short-lived today as the career of a talent show winner. The first Evo started its career in 1992 in Japan. Who would come up with the idea of ​​introducing a new generation just two years later?

Probably not BMW. The three of the E36 series even came onto the market in 1990 - and was built for eight long years until 1998. In exactly this year Mitsubishi did not present the fourth generation of the Lancer Evolution. But again.

Almost every year a new Evo - thanks to the World Rally Championship

The performance of number 4 took place back in 1996, just four years after the first Evo. The World Rally Championship was to blame for the insane variety of models. If Mitsubishi wanted to use a new racing car for the mud, snow and asphalt slopes of the world, it first had to be homologated. This means that a certain number of vehicles had to be built first that were approved for road use. Only then did the car receive approval to be used as a racing car.

And the Mitsubishi Evo IV was extremely fast on the road, even away from gravel and gravel. As an RS model, it took part in the sport auto individual test in 1997. The RS variant served as the basis for the WRC version. With 280 hp, the fourth version of the Evo was the most powerful to date, ten hp more than its predecessor. 353 Nm were applied at 3,000 rpm.

The power of the four-cylinder turbo with engine code 4G63 with a 5-speed manual gearbox was sorted, very classic. Fun fact: the 4G63 engine was used in some Mitsubishi models; the Mitsubishi Galant and the Eclipse used the four-cylinder, partly without turbo. However, only the turbocharged Evo got the 280 PS.

Mitsubishi Lancer Evolution IV with sophisticated water injection

The Evolution IV got another feature with the BMW is also causing a stir : the water injection for cooling the charge air. This ensures better combustion temperatures in the combustion chamber, suppresses the tendency to knock and allows the boost pressure to be increased without the already highly stressed components such as pistons orEndangering valves.

With these tricks, the all-wheel drive vehicle managed the standard sprint to 100 km /h in a measured 5.9 seconds (factory specification: 5.5 s), at 236 km /h it was actually over. Actually? Yes, because the model tested by sport auto was built according to Japanese specifications - and therefore only had a top speed of 185 km /h, more was not allowed. Interesting: The Lancer was not stopped by an electronic cut-off, but by the rev limiter of the ultra-short transmission. This was also reflected in the fuel consumption of the Turbo Rally Star: 14.1 liters of Super Plus are not only too much for 280 hp today, but also in 1997.

The first Evo with' Active Yaw Control '

In return, the Evo IV compensated its drivers with its grandiose handling, the hydraulic control of the all-wheel drive called' Active Yaw Control '(AYC) was due. The Evo IV was the first owner of this system. It works as follows: Using sensors for g-forces as well as the accelerator and brake pedal position, the vehicle detects the driving situation, for example braking and accelerating out of a curve.

This means that the car knows that it is moving into a curve is and supports cornering by using a locking differential to send more drive torque to the wheel on the outside of the corner and the engine braking torque to the inside of the corner. Turning in is made easier, the car is noticeably more dynamic than with a conventional all-wheel drive, which mostly only relies on traction.

When cornering, the AYC ensures that the vehicle always receives a yaw moment and not via the Pushes the front wheels towards the exit of the curve. The system also stabilizes the Evo, as can be seen very well in the video below (from 1:51 min). mobile users please click here.

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Evo IV with a long list of flaws

Unfortunately, the AYC system also has a weakness that we could not prove in our test: It is vulnerable in old age. Especially if the pump is not sealed, it will rust and break. Then all the technological effort is of no use, the Evo drives corners without AYC much worse. A repair can quickly cost 1,000 euros, an exchange a hefty 3,000.

Rust is also a problem with the Evo IV, which was built from 1996 to 1998. Before a possible purchase, the recess for the tank should be checked - that's the first thing to rust. Wheel arches, door rebates and the trunk lid must also be checked.

Another problem concerns the engine, which actually has a very good reputation and is considered unbreakable. However, this does not apply to the crankshaft, the Evo IV's greatest weak point. It wanders. Not to Tokyo or Osaka, no, it wanders back and forth in the crankcase. Up to 0.25 millimeters are allowed, anything above is considered problematic and a preliminary stage to major engine damage. The misery is due to poor quality thrust bearings that cannot cope with the engine's power and torque in the long run.

The Mitsubishi Evolution IV and the wandering crankshaft

Symptoms of a wandering crankshaft are a clutch pedal that does not come back completely, difficulty changing gears or grinding noises from the engine compartment. A repair is difficult, usually the whole engine is replaced - but not necessarily an Evo IV engine used again. Many fourth-generation Evos have a sixth-generation engine. It is considered to be more reliable, wandering crankshafts are rare.

Good news for everyone who has now lost their idea of ​​buying a Mitsubishi Lancer Evo IV: The market is not very good anyway - at least at the moment . The prices start at around 5,000 euros for models with high mileage and the constant danger of the said crankshaft. At least 8,000 euros are due for well-preserved Evos. Important: Always pay attention to the service booklet. The two-liter four-cylinder have to be serviced every 7,500 kilometers - that also costs money.

Meanwhile, Mitsubishi has announced the end of the Evolution series. There have been ten different Evos in almost 20 years. Now that the Japanese already have two-digit generations at the start, there would have been room for about 89 more generations, right?

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