The Mitsubishi Evolution X marked the closure of a legendary two-decade lineage built on dirt stages and tarmac rally tracks. Dropping the iron-block 4G63 engine used from generations one through nine, this final iteration introduced the all-aluminum 4B11T engine paired with an advanced Super All-Wheel Control (S-AWC) system. While purists initially mourned the heavier chassis and modern electronics, time has proven the Evo X to be a remarkably capable performance sedan that deserves its iconic status.
Production concluded with the 2015 Final Edition, leaving enthusiasts to look back at how this final chapter redefined Japanese performance engineering. Understanding what makes the tenth generation unique requires looking past the marketing brochures and examining its mechanical reality, driving dynamics, and structural strengths and weaknesses.
The Shift to the 4B11T Engine
For decades, the cast-iron 4G63 was the undisputed heart of the Evolution family. When Mitsubishi introduced the Evolution X in 2008, it replaced that venerable powerplant with the 4B11T, a 2.0-liter turbocharged inline-four featuring an aluminum block and cylinder head.
- Chain-driven cams: Unlike the older belt-driven 4G63, the 4B11T uses a timing chain, which altered routine service intervals.
- MIVEC on both cams: Dual variable valve timing optimized breathing across a wider power band, reducing the notorious turbo lag of its predecessors.
- Open-deck design: While lighter and thermally efficient, the open-deck block handles extreme boost differently than the semi-closed deck 4G63, requiring careful tuning discipline for high-horsepower builds.
Despite early skepticism from traditionalists, the 4B11T proved capable of handling stout power increases on stock internals, provided the fueling and tuning were managed correctly.
Super All-Wheel Control Dynamics
The defining technical achievement of the Evolution X isn't just its engine; it's how power hits the pavement. The S-AWC system integrates Active Center Differential (ACD), Active Yaw Control (AYC), Sport ABS, and Active Stability Control into a unified brain.
Instead of merely reacting to wheel slip, the system reads steering angle, throttle position, and yaw rate to vector torque dynamically across axles and individual rear wheels. On a loose surface or tight mountain pass, this technology rotates the car through corners with an artificial agility that defies the sedan's curb weight.
The Transmission Split: GSR vs. MR
Buyers faced a distinct choice between two very different transmission configurations throughout the model run:
- GSR (5-Speed Manual): Built for the traditionalist who wanted direct mechanical engagement and a stronger drivetrain architecture for heavy track use.
- MR (6-Speed Twin-Clutch SST): Utilized a dual-clutch automated manual offering lightning-fast gear changes via paddle shifters, though it demanded strict fluid maintenance to avoid overheating and clutch pack wear.
The 2015 Final Edition Send-Off
As emissions regulations and changing corporate strategies spelled the end for the Lancer line, Mitsubishi released the Final Edition in limited numbers—1,600 units allocated for the United States and 1,000 for Japan.
- Power bump: Factory output was dialed up to 303 horsepower and 305 lb-ft of torque.
- Suspension upgrades: Equipped with lightweight BBS matte-black wheels, Bilstein shock absorbers, and Eibach springs.
- Distinct aesthetics: A dark chrome front grille surround, black painted aluminum roof, and signature badging set it apart from standard GSR models.
Common Maintenance Realities
Ownership requires vigilance regarding a few well-documented weak points that can turn a performance bargain into a costly project:
- AYC Pump Failure: Located underneath the rear of the car, the hydraulic pump assembly is exposed to road salt and moisture, frequently leading to internal motor corrosion and system failure.
- Exhaust Manifold Cracks: The factory cast manifold is prone to thermal fatigue, resulting in hairline cracks around the collector area over time.
- Fuel Relay Degradation: Early model years featured a faulty black fuel pump relay that could fail under sustained boost, causing dangerous lean running conditions. Swapping to the updated Mitsubishi blue relay is a mandatory first step.
Frequently Asked Questions
Is the Evo X faster stock than the Evo IX?
In a straight line, they are closely matched, but the Evo X generally posts faster track lap times due to its stiffer chassis architecture and superior torque-vectoring S-AWC system.
Can the SST transmission handle track days?
Yes, but the Getrag 6DCT470 dual-clutch transmission generates significant heat under heavy track use. Upgraded transmission oil coolers are heavily recommended if you plan on competitive driving.
How rare is the Final Edition?
With only 1,600 units brought to the U.S. market, clean, unmodified examples command a substantial premium over standard GSR and MR models from earlier production years.
What is the ideal oil change interval for a 4B11T?
While factory schedules vary, owners tracking or driving their cars hard should change the synthetic oil every 5,000 kilometers (approx. 3,000 to 4,000 miles) to protect the MIVEC oil control valve passages from varnish buildup.
