Mitsubishi Lancer Evolution:Legend of World Rally Championship

Mitsubishi Lancer Evolution

Manufacturer	Mitsubishi Motors
Also called	"Evo" (colloquial)
Production	1992–present
Assembly	Mizushima Plant, Kurashiki, Okayama
Class	Sport compact World Rally Car Sports car
Body style(s)	4-door sedan 5-door wagon (Evo IX, 2007)
Layout	Front engine, 4WD
Engine(s)	2.0 L I4 turbo 4G63T (1992–2007) 4B11T (2007–present)
Related	Mitsubishi Lancer Mitsubishi Racing Lancer

The Mitsubishi Lancer Evolution, colloquially known as the Evo,^[1] is a high-performance version of Mitsubishi Lancer, manufactured by Mitsubishi Motors. There have been ten official versions to date, and the designation of each model is most commonly a roman numeral. All uses two litre, turbocharged engines and four-wheel drive systems. Evolution models prior to version VII were the homologation models for Mitsubishi's efforts in the World Rally Championship. In order to follow these rules, the Evolution was based on the same unibody as the Lancer sedan.
The Evolution was originally intended only for Japanese markets, but demand on the "grey import" market led the Evolution series to be offered through Ralliart dealer networks in the United Kingdom and in various European markets from around 1998. Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions.^[2]
Japanese-spec cars were limited by a gentlemen's agreement to advertise no more than 280 PS (206 kW; 276 hp), a mark already reached by Evolution IV. Therefore, each subsequent version has unofficially evolved above the advertised power figures, with the Japanese-spec Evolution IX reaching an alleged output of around 321 PS (236 kW; 317 hp). Various versions available in other markets, particularly the UK, have official power outputs up to 411 PS (302 kW; 405 hp).
The tenth generation of the Lancer Evolution was launched in Japan 2007, and overseas markets in 2008.

Evolution I

First generation

Production	October 1992–January 1994
Platform	CD9A
Transmission(s)	5-speed manual
Wheelbase	2,500 mm (98.4 in)
Length	4,310 mm (169.7 in)
Width	1,695 mm (66.7 in)
Height	1,395 mm (54.9 in)
Curb weight	1,170–1,240 kg (2,579–2,734 lb)

The original Lancer Evolution was 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 weigh approximately 70 kg (154 lb) less than the 1,238 kg (2,729 lb) 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 (182 kW; 244 hp) at 6000 rpm and 309 N·m (228 lb·ft) at 3000 rpm. 5,000 of the first generation Evolutions were sold between 1992 and 1993.

Evolution II

Second generation

Production	January 1994–August 1995
Platform	CE9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,310 mm (169.7 in)
Width	1,695 mm (66.7 in)
Height	1,420 mm (55.9 in)
Curb weight	1,180–1,250 kg (2,601–2,756 lb)

The Evolution I was upgraded in December 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 tyres that were 10 mm (0.4 in) wider. This Evolution also has a 50 l (13.2 US gal; 11.0 imp gal) fuel tank. Power output was increased to 256 PS (188 kW; 252 hp) from the same engine and torque was unchanged for both GSR and RS models.

Evolution III

Third generation

Production	August 1995–August 1996
Platform	CE9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,310 mm (169.7 in)
Width	1,695 mm (66.7 in)
Height	1,420 mm (55.9 in)
Curb weight	1,190–1,260 kg (2,624–2,778 lb)

August 1995 saw the arrival of the Evolution 3, which had several improvements over the previous models. New, more aggressive styling and a new nose moulding improved the air supply to the radiator, intercooler and brakes. New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. Improved engine had higher compression ratio than before (8.5:1 to 9.0:1) and new turbocharger compressor (60 mm to 68 mm^[3]), which gave power output of 270 bhp (201 kW) at 6250 rpm, 309 N·m (228 lb·ft) at 3000 rpm.

Evolution IV

Fourth generation

Production	August 1996–January 1998
Platform	CN9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,330 mm (170.5 in)
Width	1,690 mm (66.5 in)
Height	1,415 mm (55.7 in)
Curb weight	1,260–1,350 kg (2,778–2,976 lb)

The Lancer platform was completely changed in 1996, and along with it the Evolution, 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 two 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 a choice of either 16" or 17" OZ light weight racing wheels. The RS also had wind up windows, optional air conditioning in some models, 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 thinner body panels and glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (206 kW; 276 hp) at 6,500 rpm and 352 N·m (260 lb·ft) of torque at 3,000 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 control torque split individually to the rear wheels and as a result the 10,000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution 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 1,260 kg (2,778 lb) and the GSR being 1,345 kg (2,965 lb).

Evolution V

Fifth Generation

Production	January 1998–January 1999
Platform	CP9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,350 mm (171.3 in)
Width	1,770 mm (69.7 in)
Height	1,405–1,415 mm (55.3–55.7 in)
Curb weight	1,260–1,360 kg (2,778–2,998 lb)

In 1997, the WRC created a new "World Rally Car" class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January 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 replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force.
• The track was widened by 10 mm (0.4 in), 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 millimetres (0.01 in).
• 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, allowing more boost pressure to the same TD05-HR as the Mitsubishi Evolution III and IV.

Furthermore, the turbocharger was again improved. Torque was increased to 373 N·m (275 lb·ft) at 3000 rpm. Power officially stayed the same, at 280 PS (206 kW; 276 hp), though some claim horsepower was actually somewhat higher.

Evolution VI

Sixth generation

Production	January 1999–March 2001
Platform	CP9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,350 mm (171.3 in)
Width	1,770 mm (69.7 in)
Height	1,405–1,415 mm (55.3–55.7 in)
Curb weight	1,250–1,360 kg (2,756–2,998 lb)

The Evolution 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 Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge fog lights 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, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp (246 kW).
Yet another special edition Evolution 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 a different front bumper, 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 ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red(tommi mak only), white, blue, black or silver with optional special decals, replicating Tommi Makinen's rally car's colour scheme. This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short.
The Evolution VI has also appeared in Taxi 2 as the Yakuza's gang car, in which it was chasing a Peugeot 406 and crashed onto tank destroyers, while the 406 jumps over them.

Evolution VII

Seventh generation

Production	March 2001–January 2003
Platform	CT9A
Transmission(s)	5-speed manual 5-speed automatic
Wheelbase	2,625 mm (103.3 in)
Length	4,455 mm (175.4 in)
Width	1,770 mm (69.7 in)
Height	1,450 mm (57.1 in)
Curb weight	1,320–1,400 kg (2,910–3,086 lb)

In 2001, Mitsubishi was forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi 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 385 N·m (284 lb·ft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (206 kW; 276 hp).
The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (430 mm) alloy wheels, clear rear light lenses and all-in-one style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinguishing 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 chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. 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 automatic gearbox had what Mitsubishi called "fuzzy logic", which meant that the car would learn what 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 264 PS (194 kW; 260 hp). The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon. It was replaced by the Twin Clutch SST gearbox since the introduction of Evolution X.

Evolution VIII

Eighth generation

Production	January 2003–March 2005
Platform	CT9A
Transmission(s)	5-speed manual 6-speed manual
Wheelbase	2,625 mm (103.3 in)
Length	4,490–4,535 mm (176.8–178.5 in)
Width	1,770 mm (69.7 in)
Height	1,450 mm (57.1 in)
Curb weight	1,320–1,410 kg (2,910–3,109 lb)

The Evolution was modified again in 2003, this time sporting 17" grey Enkei wheels, Brembo Brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (271 hp/206 kW). Originally a one off model, sales were so successful in the U.S. that by 2005 it was available in four trims: the standard GSR model in Japan, the RS, with a steel roof, 5-speed gearbox, and standard wheels (lacking excess components, such as interior map lights, power windows/doors, and radio), the SSL (with a sunroof, trunk mounted subwoofer, and leather seats), and the MR, which came with a revised limited-slip front differential, aluminum MR shift knob, handbrake with carbon fiber handle, 17 inch BBS wheels, aluminum roof, and a 6-speed manual gearbox. The new Evolution also sported chrome housing tail lights.
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 produce 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 (first used for the Galant GTO). Other parts on the MR include BBS alloy wheels, the aforementioned Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, including the FQ300, FQ320, FQ340, and FQ400 variants. They came with 305, 325, 345, and 405 hp (227, 239, 254 and 298 kW), respectively. It is rumoured that the 'FQ' stands for 'Fucking Quick'.^[4][5]
The FQ400, sold through Ralliart UK, produces 411 PS (302 kW; 405 hp) from its 2.0 L 4G63 engine, the result of special modifications by United Kingdom tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific outputs per litre of any roadcar engine. With a curb weight of 1,450 kg (3,197 lb), it achieves 0-60 mph in 3.5 seconds, 0-100 mph in 9.1 seconds, 1/4 mile in 12.1 seconds at 118 mph (190 km/h), and a top speed of 175 mph (282 km/h) while costing £47,000. BBC's television series Top Gear demonstrated that the stock FQ-400 could surprisingly keep up with a Lamborghini Murciélago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute and 24.8 seconds, 1.1 seconds slower than the Murciélago's time of 1 minute 23.7 seconds.^[6] In a similar test conducted by Evo magazine, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche 911 Carrera 4S.
The Lancer Evolution VIII was also the first Evolution to be sold in the United States,^[7] spurred by the success of the Subaru Impreza WRX which had been released there just three years prior.^[2] The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as 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 prior to the Evo X 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 boost, timing, and tuning are also significantly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. Starting in 2005, the US model Evos were also fitted with a 5000rpm limit on launching in 1st gear to protect the drivetrain.
Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US versions of the Lancer Evolution VIII 2003-2005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evos have lightweight aluminum front fenders and hoods. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with a 6-speed transmission, Bilstein shocks, and factory optional BBS wheels.
The basic RS Edition does not come with power windows, locks, or mirrors, an audio system, rear wing, sound deading material, map lamps or an anti-lock braking system. All Evo VIII RS models sold in the US have an air conditioning system. Power windows, locks, and audio systems could be had in the RS model through the addition of the "Urban Jungle" comfort package.^[8]

Evolution IX

Ninth generation

Production	March 2005–October 2007
Platform	CT9A
Transmission(s)	5-speed manual 6-speed manual
Wheelbase	2,625 mm (103.3 in)
Length	4,490 mm (176.8 in)
Width	1,770 mm (69.7 in)
Height	1,450 mm (57.1 in)
Curb weight	1,310–1,490 kg (2,888–3,285 lb)

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,^[9] and exhibited the car at the Geneva Motor Show for the European market the same day.^[10] The North American markets saw the model exhibited at the New York International Auto Show the following month.^[11] The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N·m (289 lb·ft).
The USDM Lancer Evolution IX models: standard (Grand Sport Rally or "GSR" in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60 lb (27 kg)
Although the RS is the lightest of the group, the RS did not manage to outperform the standard IX and the MR around a road course (even if only by fractions of a second). This was purported to be due to the lack of a rear wing on the RS. In a drag race, the three models are all about even. The RS model was produced for rally and racing teams who wanted a platform to build a race car from. It is stripped of all the creature comforts, and other upgrades that drive the price up for features that the race teams would not require.
The IX MR retained 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 continued to sport Recaro bucket seats, Brembo brakes and Momo steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual 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 Evolution IX model,^{[citation needed]} HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.
Three trims were available for Japan, Asia and Europe. Although all models used the same 291 PS (214 kW; 287 hp) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 PS (206 kW; 276 hp). The GSR produced 400 N·m (295 lb·ft) of torque, while the RS and GT produced 407 N·m (300 lb·ft).

• RS - "rally sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available.
• 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, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR).

In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp (254 kW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb·ft (492 N·m) at 3200 rpm. All four models were designed to run on super unleaded petrol only. The MR FQ-360 was also released in limited numbers (only 200) in the last year of production.

• FQ-300, 320, 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 alloy wheels, super unleaded petrol only
• MR FQ-360 - New turbo with titanium aluminium alloy turbo fins, Speedline Turini alloy wheels, Privacy Glass, Lowered Eibach Coil springs (10mm at the front/ 5mm at the rear), IX MR interior, super unleaded petrol only

Four models were available in the US. All models used the same 286 hp (213 kW) engine.

• Standard - revised 5-speed, standard model
• RS - ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior, also no radio
• SE - Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats
• MR - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

All of the American models are the same in power and performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models.
To the standard model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof.
The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international verision. All of them are powered by a l4 2.0 4G63 turbocharged MIVEC engine.

Evolution IX Wagon

A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan's debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were 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 was the same as the sedan..

Evolution MIEV (2005)

It is a version with a electric motor connected to each wheel, which was served as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV). The in-wheel motors used 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 was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 PS (50 kW; 67 hp), thus giving a combined output of 272 PS (200 kW; 268 hp) and 517 N·m (381 lb·ft), comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005.

Evolution X

Tenth Generation

Production	October 2007–present
Platform	CZ4A
Transmission(s)	6-speed twin-clutch transmission 5-speed manual
Wheelbase	2,650 mm (104 in)
Length	4,495 mm (177.0 in)
Width	1,810 mm (71 in)
Height	1,480 mm (58 in)
Curb weight	1,420–1,600 kg (3,131–3,527 lb)

In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X,^[12] designed by Omer Halilhodžić at the company's European design centre.^[13]
Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).^[14]
The Lancer Evolution X sedan features a newly designed 4B11T 2.0l (1997cc) turbocharged, all-aluminum inline-4 engine. Power and torque depend on the market but all versions will have at least 280 PS (205.9 kW; 276.2 hp) (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 hp (220 kW) and 360 hp (270 kW).
Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car has also a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi's AWC system used in previous generations.^[15] The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time.
It also features Mitsubishi's new sequential semi-automatic six speed SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. It had been replaced the Tiptronic automatic transmission, hence the SST version replaced the GT-A version (which used in Evolution VII and Evolution IX Wagon). A five speed manual gearbox will also be available. Mitsubishi claims that the five speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive.^[16] New Lancer Evolution will incorporate Mitsubishi's next generation RISE safety body.
The Evolution X went on sale October 1, 2007 in Japan,^[17] January 2008 in the USA,^[18] February in Canada (as the first version of Evolution in Canada)^[19] and in March 2008 in the UK.^[20] The Twin Clutch SST version was available in Japan from November 2007.^[21] Europe will follow with sales in May, GSR and MR version included premium Package).
^[22] It is a much more refined car to drive. The extra refinement opened the car to wider audience. This vehicle is tested by Christian Legaspi and Marvin Bad-an of Team Mauri of an unknown country. The introduction of the 2010 MR-Touring moved the car even further upscale. With the introduction of the MR-Touring, Leather and a Moonroof became standard while revising the rear spoiler to just a lip spoiler. This made the car more subtle to appeal to customers that are cross shopping cars in its price range.

Japanese models

The engine is the 4B11-type 2.0 litre inline-4 turbo engine. Evolution X can get to 100 km in 4.8 seconds. Aluminum is used in the roof panel, front fenders and the rear spoiler frame structure.^[23] Launch model's engine was rated 280 PS (210 kW; 280 hp)@6500rpm and 422 N·m (311 lb·ft)@3500rpm. Following the repeal of 280 horsepower law in Japan,^[24] engine power was raised to 300 PS (220 kW; 300 hp)@6500rpm beginning in 2009 model year.

• RS - 5 speed manual transmission. 16-inch tires. Driver dual-stage airbag. Standard Engine immobilizer.
• GSR - Standard rear spoiler. 5-speed manual or 6-speed Twin Clutch SST transmission (magnesium paddle shifters on SST model). 245/40R18 Yokohama ADVAN A13C tire on Enkei 12-spoke high-rigidity cast alloy wheels or optional BBS lightweight alloy wheels. Brembo ventilated disc brakes. Standard S-AWC 4WD system. Driver and front passenger dual-stage airbag. Standard Engine immobilizer with security alarm. Optional Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7 in (180 mm) LCD screen. Optional Rockford Fosgate premium sound system. Optional keyless remote entry.
• GSR-Premium - Replacement of Premium Package beginning with 2009 model year, but added MMCS and Rockford Fosgate premium audio.

GSR can be fitted with following packages:

• High Performance Package - Bilstein single tube shock absorbers and Eibach coil springs, brembo 2-piece disc brakes, high performance tires with stiffer walls and better grip.
• Stylish Exterior Package - Chrome finish for the front grille lattice and beltline molding, body color-keyed fender vents, adds fog lamps.
• Leather Combination Interior - The seats matches the color of the exterior.
• Premium Package - All 3 above packages plus 18 in (457.2 mm) BBS lightweight alloy wheels.

North American models

Engine produces 295 PS (217 kW; 291 hp)@6500rpm and 407 N·m (300 lb·ft)@4400rpm.

• GSR - Same as base Japanese GSR. (available only with manual 5 speed)
• MR - 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels. Xenon High-Intensity Discharge (HID) headlamps. Color-keyed large rear spoiler. Leather and sueded seating. Electronic keyless entry and starting system. Steering wheel-mounted audio controls. Bluetooth hands-free cellular phone interface system with voice recognition.
• MR Premium - MR with a Rockford Fosgate Navigation/Stereo with 9 speakers.^[25]
• MR Touring - new 2010 MR trim introduced in August 2009, major differences from the MR are the rear-lip spoiler, heated full-leather seats, upgraded interior trim, and a power-sunroof on steel roof.

Option packages:

• (GSR only) Sight, Sound and Spoiler Package - Xenon HID headlamps with manual leveling; large rear spoiler; FAST-Key electronic entry and starting system; 650-watt (maximum) Rockford Fosgate audio system; in-dash 6-disc CD changer; Sirius Satellite Radio with six months prepaid subscription.
• (MR and MR Touring) Technology Package: Mitsubishi Multi Communication System, GPS navigation with Diamond Lane Guidance; 30GB hard disc drive with Digital Music Server, in-dash DVD/CD player, multifunction 7-inch (180 mm) color LCD touchscreen, 650(710 for 2010 model)-watt (maximum) Rockford Fosgate high-performance audio system, Sirius Satellite Radio with six months prepaid subscription.

UK models

UK cars kept the Evolution X name.

• GS - Base Japanese GSR with Enkei wheels, 5-speed manual transmission, Stereo radio/CD with MP3 compatibility and 6 speakers.
• GSR - GS with HDD navigation with radio and music server (MMCS), Rockford Fosgate premium audio, iPod/MP3 auxiliary input port.
• GSR SST (FQ-300, FQ-330) - GSR FQ-300 with 6-speed TC-SST transmission with SST mode selection (normal, sport, super sport). GSR SST FQ-330 was released in 2009.^[26]

Engine options:

• FQ-300 - Engine rated 295 PS (217 kW; 291 hp) at 6500 rpm and 407 N·m (300 lb·ft) at 3500 rpm.
• FQ-330 - Engine rated 329 PS (242 kW; 324 hp) at 6500 rpm and 437 N·m (322 lb·ft) at 3500 rpm.
• FQ-360 - Engine rated 359 PS (264 kW; 354 hp) at 6500 rpm and 492 N·m (363 lb·ft) at 3500 rpm. Carbon fibre front lip spoiler, rear vortex generator, gear knob, hand brake. Front leather Recaro seats.
• FQ-400- Engine rated 410 PS (300 kW; 400 hp) and 542 N·m (400 lb·ft) of torque. It also includes six-piston calipers, upgraded brakes and 18-inch wheels fitted with Toyo Proxes R1R tyres , a new aero kit that includes additional cooling intakes, vents, a larger air intake in the hood and ducts. Estimated 100 vehicles would be made.^[27] It accelerates 0-62 mph in 3.8 seconds (est.) and has a top speed of 155 mph (electronically limited). The car uses Super-All Wheel Control (S-AWC) a four-wheel-drive system which appropriates power to the wheels that can best use it. Depending on the conditions the driver can select the most suitable set-up for the S-AWC system, three choices - Tarmac, Gravel and Snow - being offered via the wheel-mounted button and displayed in the central instrument binnacle.
  Standard equipment for the range-topping Lancer Evolution X model is comprehensive, the FQ-400 coming with Bluetooth hands-free telephone connection, a CD-tuner with 30 Gig hard drive, DVD satellite navigation and privacy glass. Convenience features like remote central locking, automatic headlamps and windscreen wipers increase the FQ-400’s ease of use. Available from June 2009, the FQ-400 is covered by a three year / 36,000 mile warranty. Cost £49,999 (list price).^[28]

European models

Engine rated 295 PS (217 kW; 291 hp) at 6500 rpm and 366 N·m (270 lb·ft) at 3500 rpm.

• GSR - 5 speed manual (GSR 5 M/T) or 6-speed TC-SST transmission (GSR TC-SST).
• MR TC-SST - 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels. Xenon High-Intensity Discharge (HID) headlamps. Mitsubishi Multi Communication System.

Australian / New Zealand models

Engine rated 295 PS (217 kW; 291 hp) at 6500 rpm and 366 N·m (270 lb·ft) at 3500 rpm.

• GSR - 5 speed manual or 6-speed TC-SST transmission.
• MR - 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels, 2 piece front brake, aluminium rear spoiler, auto leveling Xenon High-Intensity Discharge (HID) headlamps. Mitsubishi Multi Communication System, leather combination seat trim, heated front seats.

South-East Asian Models

Philippine Models

The Philippines received its Evolution X last November 2008, and is a CBU from the US. The trims and specs are almost the same, excluding the MR Touring model from the USDM.

• GSR- 5-speed manual, and the same specs with the USDM GSR
• MR- 6-speed TC-SST gearbox, and the same specs with the USDM MR, excluding the Technology Package.

Malaysian Models

In Malaysia, the Lancer Evolution X is availble only with 6-speed Twin Clutch SST transmission. Like other Lancers, the license plate is put on the middle of the front bumper, to make a difference from global models. In 2009, the Royal Malaysian Police acquired a fleet of Lancer Evolution X in police livery to be used in high-speed car chases, particularly in cases of carjacking, kidnapping and hijacking.

Motorsports

World Rally Championship

The Lancer Evolution is unique among its competitors in the World Rally Championship in that it was a homologated Group A car slightly modified to be able to race competitively against, from the 1997 season onwards until the San Remo Rally in 2001, World Rally Car class cars. They were successful in the WRC Rallies from 1996-1999, thanks to the Finn Tommi Mäkinen, for clinching the driver's titles from 1996-1999, and the help of teammate Richard Burns for clinching the constructors's championship for the first, and thus far only time in 1998. The Evolution however was replaced in late 2001 by the firm's first World Rally Car, named simply the Lancer Evolution WRC, which lasted in works hands, driven by Makinen, Freddy Loix, Alister McRae and Francois Delecour until Mitsubishi took a sabbatical from the championship at the end of 2002. It was succeeded for the 2004 Monte Carlo Rally by the Lancer WRC04. Mitsubishi pulled out of the World Rally Championship after the 2005 season with the Lancer WRC05 still being driven by privateers including Italian former works driver Gigi Galli and the Swede, Daniel Carlsson, in the years following. The Lancer Evolution however still competes in the Group N category.
In some European markets, the Evolution was sold as the Mitsubishi Carisma Evolution, and indeed to this effect the works WRC team's second car in the late 1990s, usually driven by Burns and subsequently Loix, was customarily entered as a Carisma GT. Proton Motors of Malaysia raced Evolution III's, Evolution V's (most notable with Proton 1784 where Malaysian driver Karamjit Singh won the 2002 Production Car WRC) and an Evolution VII as the Proton Pert in various Asia-Pacific Rally Championship and APAC rally series.

Awards

In Canada Lancer Evolution X is named Best Performance Car under $50K by Motoring 2009, It won the The Automobile Journalists Association of Canada 2009 Best New Technology Award and in 2008 earned IIHS Top Safety Pick.^[29] During 2009 New York International Auto Show Lancer Evolution X is Announced as one of the top 10 World Performance Car of the Year.^[30] Mitsubishi Lancer Evolution won Automotive Excellence Awards 2008 "Fun to Drive"^[31] and It took Dave TV’s “2008 Sports Car of the Year” award.^[32] The 2006 Mitsubishi Lancer Evolution won ConsumerSearch's best Aggressive sports sedan in Best Sports Sedans in June 2006.^[33] During 2004–2005 alone it won six major awards, being declared "Sports Car of the Year" in Scotland and France, "Playboy Sports Car 2004" in Poland, "Best New Production Car Under €60,000" in Greece, "Sport Compact Car of the Year" in 2004 and 2005 (Sport Compact Car magazine) and "2005 All-Star" (Automobile magazine) in the United States and Motor magazine's Best "Bang for Your Bucks" in Australia.<sup>[34]

Source:http://en.wikipedia.org/wiki/Mitsubishi_Lancer_Evolution</sup>

Nissan GT-R: The next generation of Skyline series

Nissan Skyline GT-R

See also: Nissan Skyline GT-R

Between 1969 and 1974, and again between 1989 and 2002, Nissan produced a high performance version of its Skyline range called the Nissan Skyline GT-R. This car proved to be iconic for Nissan^[6][7] and achieved much fame and success on road and track. The Nissan GT-R, although no longer carrying the "Skyline" badge, has heritage in the Nissan Skyline GT-R. Like the Skyline GT-Rs R32 through R34, the Nissan GT-R is all-wheel drive with a twin-turbo 6 cylinder engine; however, the evolutionary, incremental changes between Skyline models R32 through R34 have been done away with. The four-wheel-steering HICAS system has been removed, and the former straight-6 RB26DETT engine has been replaced with a new V6 VR38DETT.^[8] Because of the GT-R's heritage, the chassis code for the all-new version has been called CBA-R35,^[9] or 'R35' for short, carrying on the naming trend from previous Skyline GT-R generations. The GT-R has also retained its Skyline predecessor's nickname Godzilla.^[10][11]

Concepts

GT-R Prototype at the 2005 Tokyo Motor Show

Two concept vehicles were displayed at motor shows prior to the unveiling of the production model. The first concept was shown at the Tokyo Motor Show in 2001 to preview what a 21st century GT-R would look like.^[12] At the 2005 Tokyo Motor Show, Nissan unveiled a redesigned concept, the GT-R Proto, stating that the production GT-R would be 80-90% based on this concept.^[13]

Production

Production model

The production version of the GT-R debuted at the 2007 Tokyo Motor Show, launching in the Japanese market on December 6, 2007. The U.S. official launch was 7 months later on July 07, 2008. Universal Nissan in Los Angeles provided a customer with the delivery of a new GT-R, fresh from the production line at 12:01 a.m., on July 7, 2008. The Canadian launch was also in July 2008. Europe became the third consumer market, where it launched in March 2009. The large disparity in initial marketing between these regional releases is due to Nissan having to build GT-R performance centers where the car is serviced. Also the engine and rear-mounted dual-clutch gearbox are built by hand, thus limiting production to around 1000 cars a month.^[14]

Specifications

The VR38DETT engine

The Nissan GT-R is powered by the VR38DETT engine, a 3,799 cc (3.8 L; 231.8 cu in) DOHC V6. Two parallel Ishikawajima-Harima Heavy Industries (IHI) turbochargers provide forced induction.^[15] Production vehicles produce a manufacturer-claimed engine output of 474 bhp (353 kW) at 6400 rpm and 434 lb·ft (588 N·m) at 3200-5200 rpm.^[16] According to independent dynamometer tests, the GT-R produces 416 hp (310 kW) to 475 hp (354 kW) and 414 lb·ft (561 N·m) to 457 lb·ft (620 N·m) at the wheels.^[17][18] The engine also meets California Air Resources Board Ultra Low Emission Vehicle (ULEV) standards.^[19] A curb weight of 1,730 kg (3,800 lb) or 1,736 kg (3,830 lb) with side curtain airbags is achieved using a jig welded steel chassis with aluminum used for the hood, trunk, and doors.^[20] A rear mounted six-speed BorgWarner dual clutch semi-automatic transmission is used in conjunction with the ATTESA E-TS system to provide power to all four wheels and along with Nissan's Vehicle Dynamics Control (VDC-R) aids in stability. Three shift modes can also be selected for various conditions. The GT-R has a drag coefficient of 0.27.^[21]

• Displacement: V6 3,799 cc (3.8 L; 231.8 cu in)
• Horsepower: 480 bhp (360 kW) at 6400 rpm* 485 bhp (362 kW)**
• Torque: 430 lb·ft (580 N·m)* 434 lb·ft (588 N·m)**
• Twin Turbo maximum boost: 17.8 psi (123 kPa)*
• Redline: 7000 rpm
• Drivetrain: Premium Midship AWD
• Curb weight: estimated 3,800 lb (1,700 kg)*
• Production: 2500 units per year (US)
• Price: US$76,840 to US$80,090^[22]
• Top Speed: 193 mph (311 km/h)*

* manufacturer claimed

** 2010 model year

Performance

Cutaway model showing rear mounted transmission

Nissan claims the GT-R can reach a top speed of 311 km/h (193 mph),^[23] Motor Trend recorded a top speed of 195.0 mph (313.8 km/h).^[24] It has been tested to achieve 0-60 mph (97 km/h) times as low as 3.2 seconds with "launch control"^[25] and 3.8 seconds without^[26] (improved to 3.5 seconds in models produced since March 2009^[27]). Nissan's chief vehicle engineer Kazutoshi Mizuno has indicated that he has never used the term "launch control", which refers to the act of turning off vehicle dynamic control (VDC) and launching the car at around 4500 rpm.^[28] However, Nissan's director of product planning John Wiener clearly stated in an interview with Jay Leno that "we [Nissan] actually offer a 'launch mode'".^[29] The GT-R user's manual states that turning off the VDC is only meant for escaping low-traction situations such as mud or snow, and that damage to the transmission is not covered under warranty if the VDC is used in other ways.^[30][28] It reportedly costs $20,000 USD to replace a damaged transmission outside of warranty.^[31] Nissan has re-programmed the 2010 model year GT-R to reduce the engine speed at launch to around 3,000 to 3,500 rpm with VDC enabled, which is meant to improve acceleration times. The new programming was also installed on old 2009 vehicles still in Nissan's inventory, and is available for existing 2009 vehicles.^[32]

	Nissan GT-R SpecV
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Motor Trend achieved a standing quarter-mile time of 11.6 s at 120.0 mph (193.1 km/h).^[33] Autocar achieved a 0-100 mph (160 km/h) time of 8.5 seconds.^[34]
With a manufacturer claimed lap time of 7:26.7 on the base model's Dunlop tires^[35] and previously 7:29 min on standard Japanese market tires, the GT-R is currently one of the fastest production cars to lap the Nürburgring circuit,^[36][37] although Porsche accused Nissan of falsifying those claims in September 2008.^[38][39] Porsche claims to have conducted their own test of the GT-R using no modifications and stock tires and achieved a best time of 7:54. Nissan officially disputed Porsche's claim in October 2008.^[40][41] The German magazine sport auto achieved a time of 7:50 on the Nürburgring with a car supplied to them by Nissan during an initial short test in 2007,^[42] while testing by Drivers Republic of a GT-R and GT2 in stock form resulted in times of 7:55 for the GT-R and 7:49 for the GT2 respectively.^[43] Both tests were conducted in partially damp conditions and by automotive journalists rather than professional track drivers. In 2009, in a full "super test" sport auto achieved a time of 7:38 minutes on the Nürburgring with a standard GT-R driven by Horst von Saurma,^[42] identical to a later "super test" Corvette ZR1 time.^[44].
Autocar released a video comparison of the GT-R with the Porsche 911 GT3 and BMW M3. Driven by test driver Chris Harris the GT-R was the fastest of the three.^[45][46][47] Autocar released another comparison test at the Isle of Man on a 4.5 km closed public road with the Audi R8, Lotus Elise, and Lamborghini Gallardo LP560-4. The GT-R's time of 1:56:69 was behind the Gallardo's 1:55:99 time, however because the GT-R was Japanese-spec its top speed was limited to 112 mph, the reviewer noted the GT-R was stuck on the limiter for ~10-11 seconds and without the limiter would have "blitzed the Lamborghini".^[48] In Car Magazine's test with the 911 Turbo at Rockingham the GT-R was faster.^[49] Evo tested the GT-R alongside the 911 GT3 at the Bedford Autodrome circuit, the GT-R ran a 1:21.7 lap time compared to GT3's 1:22.6 time.^[50] In a Fifth Gear test with the 911 Turbo, Bruno Senna was able to achieve faster lap times in the GT-R.^[51] Car and Driver compared the GT-R on Reno-Fernley Raceway with the 911 Turbo and BMW M3, the GT-R's lap time of 1:26.7 made it the fastest on the track.^[52] Road & Track was able to achieve quick lap times with the car on Buttonwillow Raceway, clocking in at 1:56.9 just over 5 seconds faster than the Chevrolet Corvette C6 Z06 and 911 Turbo.^[53][54] In an Edmunds.com 6-way test which included the Audi R8 on both the Streets of Willow and an improvised mountain road, the GT-R was quickest.^[55] Auto Bild compared the GT-R with the 911 Turbo and V10 Audi R8 at Contidrome, the GT-R's time of 1:30.95 placed it ahead of both the Porsche (1:31.75) and the Audi (1:32.11).^[56] In another Autocar comparison with the PDK 911 Turbo (997.2) and V10 Audi R8 on the Castle Combe Circuit the GT-R's laptime of 1:14.6, was faster than the 911's time of 1:14.9 and the R8's 1:15.5 lap time.^[57]. In December, Auto, Motor und Sport published a comparison between the GT-R, PDK 911 Turbo (997.2) and the Audi R8 V10. Around the 'small' Hockenheimring circuit, the GT-R achieved a time of 1:12.0 against the 911's 1:11.5 and the Audi's 1:12.3.^[58]. The sport auto magazine had tested the GTR on the 'small' Hockenheimring circuit and had recorded a lap time of 1:10.7 during the full "supertest" ^[59].
In July 2009, CAR Magazine published a comparison of the revised 2010 911 GT3 (997.2) and the GTR at the Nurburgring. Using a professional racing driver, a time of 7:49 was achieved for the GT3 and 7:51 for the GT-R ^[60]. It should be noted that these times are not directly comparable to previous Nurburgring tests, as they included a section of track near the pits normally excluded from timing.
On Willow Springs International Motorsports Park, Edmunds.com was able to achieve lap times of 1:25.09 compared to the Corvette ZR1's time of 1:23.87.^[61] On the Las Vegas Motor Speedway infield road course, Motor Trend were able to achieve lap times with the GT-R that were almost as fast as the Ferrari 599 GTB Fiorano and 911 GT2 and 3 seconds slower than a Corvette ZR1.^[62] The GT-R currently holds a lap time of 1:19.7 around the Top Gear Test Track, equalling that of the Ferrari 430 Scuderia.^[63] On Top Gear Australia's test track the GT-R posted a lap time of 1:07.06, putting it in second place 0.14 seconds behind the 997 GT2. Top Gear laps are conducted from a standing start and under varying conditions.

Design

The customizable multifunction display integrated into the dash of the GT-R

Nissan chief creative officer, Shirō Nakamura, has likened the new GT-R to the eponymous giant robots of the Gundam series. Nakamura stated: "The GT-R is unique because it is not simply a copy of a European-designed supercar, it had to really reflect Japanese culture."
Nakamura noted that the GT-R's square lines and vents were influenced by Gundam robots. Nissan's American designers sculpted the rear three quarters of the vehicle, while their European designers sculpted the roofline.^[64]
Polyphony Digital, creators of the Gran Turismo series of racing video games, were themselves involved in the development of the GT-R, having been contracted to design the GT-R's multifunction display.^[65]

SpecV

GT-R Spec V

Nissan GT-R Spec V

Nissan introduced the GT-R SpecV on January 7, 2009 at the 2009 Tokyo Auto Salon.^[66] Exterior changes from the base GT-R consist of a carbon fiber rear spoiler, grille, and brake ducts, along with an exclusive Ultimate Black Opal paint job. Interior changes include a set of carbon fiber Recaro front seats with the rear seats being completely removed. Carbon fiber covers the center storage box, instrument panel, and replaces the majority of the interior trim.
The GT-R SpecV is powered by the standard twin-turbo 3,799 cc (3.8 L; 231.8 cu in) V6 with no increase in horsepower. A new high gear boost controller that allows a temporary increase in boost pressure to the IHI twin turbochargers, now larger than those on the standard GT-R, should deliver more torque in mid to high-range revs. Other mechanical changes include a titanium exhaust, reworked suspension, carbon ceramic brakes, and 20-inch (510 mm) NISMO wheels. Overall weight is decreased by 132 lb (60 kg) over the standard GT-R.^[67]
Japan sales began on February 2, 2009 at seven pre-selected dealers who are staffed by mechanics with special GT-R SpecV training and are knowledgeable of racing circuit driving. Pricing is set at ¥15,750,000 (over US$160,000). Nissan has yet to announce any plans to sell the Spec V in the USA.

Motorsport

Super GT

Nismo GT-R for 2008 season of Super GT

Nismo, the motorsport arm of Nissan, will be entering the Nissan GT-R in the Super GT race series in the GT500 class for the 2008 season, replacing the Nissan 350Z.^[68]
Unlike the production car, the GT500 version has a completely different drivetrain. The race car has a 4.5 litre naturally-aspirated V8 with 6 speed sequential manual gearbox and a RWD layout from its predecessor, the 350Z race car.^[69]
A prototype was spotted testing around the Suzuka Circuit as well as Fuji Speedway in Japan.^[70][71] The car itself went on to win the opening race of the 2008 Super GT season at Suzuka scoring a one-two finish for Nissan.^[72] The dominant performances in the opening race has led to all GT-Rs being applied a 50 kg weight penalty in addition to the race weight penalty under the Special Adjustment of Performance under the Super GT regulations.^[73] In race two, the GT-R repeated their 1-2 result in Suzuka despite the race winning car of team Nismo carrying a 100 kg weight penalty making it only the 3rd team in JGTC/Super GT history to do so. The last time this feat was achieved was 10 years ago by Nismo Skyline GT-R racing under the same number 23.^[74] Despite the weight handicap, it did in fact become the champion in this 2008 season through the Xanavi Nismo GT-R driven by Satoshi Motoyama and Benoit Treluyer, as well as winning 7 out of 9 races driven by 4 different teams using GT-Rs.

FIA GT

2009 FIA GT1 GTR

On 27 February 2009, Nismo announced a partnership with British racing team Gigawave Motorsports to enter a GT-R in four races in the 2009 FIA GT Championship season. The entry will not be competing for championship points, but will be used by Nismo to refine the performance of the GT-R for future customer teams to use the car in the planned FIA GT1 World Championship in 2010. Nismo driver Michael Krumm and Gigawave driver Darren Turner will co-drive the GT1 GT-R.^[75]

The GT-R safety car leading a pack of cars at the Super GT race at Fuji Speedway in May 2008.

Other categories

A production-based GT-R made its world motorsport debut in Australia's Targa Tasmania tarmac rally in April 2008,^[76] however it sustained damage early in the event and did not complete the rally.^[77] Later in 2008 a GT-R won the Competition Modern class in the Targa West^[78] before returning to Targa Tasmania in 2009 to take the outright win in the Modern class.^[79] In 2009 Nissan's GT-R won the One Lap of America competition.^[80]

[edit] Non-competitive appearances

The GT-R was used as the official safety car for both the 2008 Japanese Super GT, and the 2009 Australian V8 Supercars series^[81] before a dispute over alcohol advertising led to the arrangement being discontinued after four rounds.^[82]

Nissan GT-R^[1]

Manufacturer	Nissan
Production	Q4 2007–present
Assembly	Tochigi, Tochigi, Japan
Predecessor	Nissan Skyline GT-R R34
Class	Sports car
Body style(s)	2-door coupé
Layout	Front engine, all-wheel drive
Platform	Premium Midship
Engine(s)	3.8L VR38DETT twin-turbo V6
Transmission(s)	6-speed semi-automatic dual clutch transmission[2]
Wheelbase	2,780 mm (109.4 in)
Length	4,655 mm (183.3 in)
Width	1,895 mm (74.6 in)
Height	1,370 mm (53.9 in)
Curb weight	1,740 kg (3,800 lb)
Designer	Shirō Nakamura

^{Source:http://en.wikipedia.org/wiki/Nissan_GT-R}