The Mitsubishi Evolution IX Wagon was launched by Mitsubishi Motors in 2005 and was limited to only 2500 units. This rare beast was available exclusively to the Japanese market but like the majority of Japanese vehicles, many have made their way abroad to the UK and Australia in particular. For those that are familiar with Evo’s but have never known or seen an Evo Wagon, at first glance this unusual machine is quite difficult to digest. Beneath that unique station wagon bodyshell lurks the Evolution IX saloon platform we are accustomed to. So as you would expect, a two litre Mivec engine, four-wheel drive transmission with Active centre differential, Brembo brakes and Recaro seats are all present.
The Evolution IX Wagon was produced in both GT and GT-A specification. The former features a 6-speed manual gearbox, while the latter uses a 5-speed Automatic transmission. There was also an MR trim option in both models which added BBS alloy wheels and Bilstein dampers from the factory. In this piece we will be comparing a modified example in Blue with various engine, chassis and brake upgrades alongside a virtually stock Silver version of the car.
Jumping in the drivers seat of the Blue car and closing the door, it all feels very familiar, until you look in the mirrors and notice the lack of boot spoiler and the extra glass. Inside the cockpit everything is as you would expect with an Evo, turn the key and the Mivec 4G63 fires into life. Glancing through the OMP steering wheel, the Tarmac setting on the clocks illuminates and the engine ticks over nicely at just over 1000 rpm. A light burble from the aftermarket stainless exhaust and a resonance inside the cabin, is a subtle reminder of what lies in store. Setting off and gathering speed to build up some temperature, there are no real observations when driving normally along main routes. The leather and Alcantara Recaro’s are a little wider on the base, the headlights have an Auto setting and of course, with that boot space it has a luggage cover! The CT9W chassis with it’s increased rearward weight distribution over the saloon, is more at home on the winding B-roads and it’s when you reach those bends the wagon comes to life.
The ‘GT’ models are a superb package from standard, utilising the plated rear differential found in the RS and GT saloons and a 6 speed gearbox. The car feels very balanced mid corner and as the throttle is applied you can feel that rear differential working to pull you through the bend. The sixth gear also provides a better cruising rpm than the 5 speed found in the GT/RS and a lack of AYC rear differential gives increased driver feedback. The perfect combination, may I suggest!
Like any Evolution IX, the tuning capabilities are huge. The stock Mivec engine can easily be tuned to deliver around 400 BHP on stock internals. A fuel pump, boost solenoid, air filter, exhaust system and Ecu remap will support those gains and provide a big smile every time the right pedal is depressed. The modified Blue car has been furnished with the above modifications and also an upgraded intercooler and a modular turbo-back full exhaust system to maximise the effiency of that 2.0l powerhouse.
The stock dampers have been swapped out for Ohlins DFV coilovers, the underwhelming Brembo’s have been binned and in their place sit Alcon 6 piston front calipers and 4 piston rear. The outstanding handling isn’t purely thanks to the Ohlins, underneath the car, a comprehsive SuperPro polybush kit and roll centre correction kit has been installed and provides a direct feel to the chassis.
Myself and Chris have driven 100’s of Evolutions over the past thirteen years and in that time have never driven such a good all round package as this particular car. The dampers provide superb compliance on the bumps, the bushes really tighten up the chassis, it stops on a dime and turns in beautifully thanks to the roll centre correction kit. Then when you jump back on the gas the power delivery from the Mivec engine is super strong and linear. It is the combination of all of the above, that bring together a simply superb package of power, braking, handling and driver feedback.
On the outside the understated black paint has been protected by a sky blue wrap and a set of ‘Comp style’ Rota D154’s have been added, a nod to the rally roots of the Evolution. Finished off with a Ralliart carbon splitter and aggressive stance, this B-road machine looks ready for action.
Click here to read the full spec on this awesome machine, wrapped in gloss sky blue.
In contrast to the modified example above, this virtually stock, fabulous GT, is the perfect starting point in Evo Wagon ownership. Imported from Japan’s notoriously ‘kind’ climate in 2015 and given the full works upon arrival, including cambelt service, spark plugs and full fluid service, this one is ready to go.
Some will ask, where does the Evo Wagon fit into the car scene? Is it a family man’s car or a unique performance car? Well, it’s both of those and more. It can be whatever you want it to be and it makes a bold statement when seen out on the road. A lot of people will ask you what the hell it is and once I even had “did you build that yourself?” shouted across a car park.
If you feel it is your time to own one of these rare beasts then please get in touch – firstname.lastname@example.org
I realise this update is a little overdue but we have been very busy over the last month! The end of June saw Chris and Myself hit the road in our Evolution IX Wagon GT, to conquer 2000 miles around Europe. Taking in some awesome sights and locations including; the Nurburgring, Stelvio Pass, Lake Garda and Col d’iseran to name a few.
The Evo Wagon was the perfect weapon for these roads and the distance we needed to cover. At times there were three of us on board, when Ben from Pistonheads needed a ride for the day!
For those that haven’t taken part in an organised Euro Trip such as Rico Rally, may I suggest you get yourself booked on one! It’s like a six day trackday, with 5 micro-holidays jammed into one trip! From Lakeside sea food, Italian health Spas, World Famous racetracks to Supercar museums.. You see it all! Whilst all this is happening, you get to make new friends and experience the buzz of driving amazing roads everyday!
The guys at Rico Rally are a great crew with years of experience and no doubt we will be on the startline in June 2017.
The second August weekend saw ATP Cars join forces with Auto Torque in attending the first ever fully public NissShow. Held within the famous Rockingham Motor Speedway on Sunday the 14th, the infield paddock was full of all different varieties of the Japanese marque. There was also plenty of live action throughout the day including track time, drifting and even charity passenger rides.
We reserved three pit garages and brought along two of our GTR’s to put on display. We had a great time chatting to everyone that dropped by to see us, offering a chill out area to chat about all things Nissan!
ATP Cars also took part in the World record attempt for ‘Most GTR’s on track’ in a parade lap around the Rockingham circuit. This was an amazing sight to see and no doubt there will be an attempt to better this next year!
If you find yourself looking at purchasing a Nissan GTR and deciding on which platform, either the CBA or DBA take a look at our guide here. There are some differences between the CBA and DBA that may influence your decision on which model to buy.
Check out a short video of our used Mitsubishi Evolution stock right now.
More Evolution and GTR urgently required!
The new 2017 Nissan GTR Facelift model. The Nissan GTR has been facelifted for the 2017 model year. It features new styling, an upgraded cabin and an even more powerful V6 engine. It’s on display at the New York Motor Show and will go on sale in the UK later this year.
The upgraded GT-R features a new interpretation of Nissan’s V-motion’ front grille, along with a reinforced bonnet and new bumper design, said to give the car more downforce. Along the sides, the sills have been widened to improve air flow, while the rear gets a reprofiled bumper to sit alongside its quad exhaust tips. Nissan says these changes are designed to make the GT-R more aerodynamically efficient, and help to keep the car stable at high speeds.
Inside, the cabin has been upgraded to include leather trim, with most of the buttons of the old car removed and integrated into a larger, 8.0in touchscreen infotainment system. Other changes include new steering-wheel mounted shift paddles and carbonfibre trim on the centre console. New sound deadening materials are claimed to make the cabin quieter than before, too.
The GT-R sits on 20in*wheels, and is said to have a more rigid body structure and new suspension compared with the old car. Nissan says this means a more stable ride and a higher cornering speed.
While the facelifted GT-R keeps the same 3.8-litre twin-turbocharged V6 petrol engine as before, power has been boosted from 542bhp to 562bhp at 6800rpm, alongside 470lb ft of torque. Thats still less than the GT-R Nismo, which receives 592bhp from the same engine. Power is sent to the rear wheels through a six-speed dual-clutch transmission.
Nissan says the GT-R has never sounded better, thanks to a new titanium exhaust and an; Active Sound Enhancement system, which amplifies the sound.
The team at AT Performance have signed up for the 2016 Rico Rally and will use a Mitsubishi Evolution IX Wagon GT for the event. The car is already undergoing various developments, despite currently boasring Alcon brakes, Ohlins dampers, SuperPro bushes and over 400 BHP!
This rare machine will tackle the French mountains and the Nurburgring alongside 50 other cars across 6 countries. More information to follow.
A lot of people ask us the question ” What are the differences between Nissan GTR models ? ” and we at AT Performance Cars, are able to give them the answer. So if you’ve arrived here to find out the differences between Nissan GTR models then you’re in the right place.
Before we get started, the two platforms currently available to own are the original CBA model (2009-2011) and the revised DBA model (2011-2016). Any newcomer to the GTR scene may struggle to quickly identify these differences on initial glance, as the cars appearance are relatively similar with only minor changes.
The overall shape of the car is the same between CBA/DBA but the DBA benefits from the following ‘facelift’ changes; Daytime Running Lights mounted in Updated Front Bumper, 4x Afterburner rear lights as opposed to 2 of 4 on CBA, Revised Wheel Design and Colour options.
Moving to the interior, usually the differences between Nissan GTR models are not so noticeable from the outside, it’s when you look inside the cabin you find the clues.
The UK supplied CBA Nissan GTR’s were available in either Black Edition or Premium Edition. The Premium Edition featured a grey head lining and black seats, whereas the Black Edition featured a black headlining and red accents on the seats.
The option of Sat Nav was available along with the NISMO data-logging system was part of an upgrade from 2010, the suspension tweaks are minor but include marginally stiffer front spring and damper rates, and stiffer bushing for the rear torsion control arms. The aim is to further increase the driver appeal
The DBA model, released in 2011, saw the GT-R gain a re-profiled front bumper with wider grille, enlarged intakes, LED running lights and a claimed downforce improvement of 10%. The rear bumper has been redesigned with a larger diffuser and new vent to aid aerodynamics and underbody cooling, along with larger exhaust tips. There are lighter Rays forged-aluminium wheels riding on a new compound (but same size) Dunlop SP-Sport Maxx tyre. It was also in 2011 that the DBA cars moved to an annual service plan compared to the previous CBA models which required a service every six-months or 6,000 miles.
Inside the GT-R Nissan has fitted darker, classier fillets of metal and carbon to the instrument panel and centre console, and the shift paddles for ther dual-clutch transmission are described as ‘featuring magnesium’. Now hiding under a red engine cover, the 3.8-litre V6’s output jumps from 478bhp to 523bhp and economy improves thanks to larger inlet tracts and a revised ECU and exhaust. Plus there are bigger 390mm front brakes, a stiffer front end – a neat carbon strut brace links the strut tops – and re-worked suspension too.
On laying eyes on the GT-R, everyone will know that it is a car with very special levels of performance on tap. For those wishing to fully exploit this performance in a suitable environment, Nissan introduced the Track Pack option for the GT-R in 2012. For another £10,000 over the standard car, the Track Pack features firmer springs, lighter Nismo wheels and improved brake cooling. Nissan has also removed the rear seats, saving a total of 20kg when combined with the new alloys. The drivetrain is carried over to the Track Pack unchanged. The latest version of this constantly updated car delivers 542bhp and a 0-60mph time below three seconds.
The regular GT-R received a thorough upgrade for 2012 including revised cylinder heads, new sodium-filled valves, a revised intake system – all in the name of more throttle response and greater energy higher up the rev range.
The dampers have new programming, the springs are revised, the gearbox shifts even more cleanly and quickly, the front bulkhead is structurally stiffer… The GT-R even has different spring rates and rear suspension geometry from one side to the other to account for the weight of the driver. It’s a typically meticulous job by the GT-R’s chief engineer Mizuno-san and his team of GT-R obsessives
For 2013 the basics remained the same. Power remained at 542bhp at 6400rpm, backed up with 465lb ft at 3200-5800rpm. However, new injectors increase response throughout the rev range, a new relief valve for the turbocharger bypass reduces lag, and a revised oil pan should mean that the GT-R stands up even better to the extreme G-forces it’s so fond of pulling.
The new car also benefits from a reinforced dashboard for greater structural rigidity, and there are the inevitable tweaks to spring and damper rates plus a new front anti-roll bar aimed at improving handling and comfort. This all adds up to a Nurburgring Nordschleife lap time of 7:19.1 (a 1.9sec improvement on the MY12 car), 0-60 in 2.8sec, a top speed of 196mph. Track Pack option was available for a further £10,000.
For 2014, Nissan have recalibrated the electronic control of the damper valves, modified the front anti-roll bar and bushes, and revised the spring-rates to ‘reduce load fluctuations between the four wheels’ – to ensure that the tyres remain in contact with the road more of the time. The steering has also been recalibrated for a more relaxed helm, particularly at low speeds, so fewer corrections are now needed to keep the 2014 Nissan GT-R keyed into the road.
The revised GT-R is fitted with Dunlop SP Sport Maxx GT 600. This run-flat rubber (255/40 ZRF20 front, 285/35 ZRF20 rear) has stiffer sidewalls and an inner ridge within two of the central grooves to stop the tread blocks from ‘falling over’ during hard cornering.
Other 2014 model year changes include multi-LED headlights with a thunderbolt motif – a nod perhaps to Nissan’s new ‘director of excitement’, Usain Bolt – plus a new Vermillion Red paint featuring a subtle gold flake.
The Nismo, released in 2015 is the top dog of the GTR world. Key differences are a more resolved aero package, including a carbon rear wing, deeper front spoiler and side skirts. At 186mph the Nismo develops an extra 100kg of downforce. Both the front and rear bumpers have also been elongated to attempt to offset the increase in drag caused by the deeper spoiler and taller rear wing.
The suspension is revised and with more resistant damping, the springs are unique to the Nismo model, there’s a lovely (if you like that kind of thing) hollow rear anti roll bar, and the front wheels are wider. Correspondingly, the front wings are 10mm wider. Those wheels deserve special mention – gorgeous 20in RAYS forged alloys unique to the Nismo.
The bodywork is bonded during construction, increasing stiffness by 8 per cent, and there are numerous other styling and interior tweaks including a pair of lighter bucket seats.
Power is up from from 542bhp and 466lb ft to 591bhp and 481lb ft, and while acceleration and top speed data has not been released we would expect the Nismo to achieve the 0-60 sprint in around 2.5sec Blimey. The standard car’s top speed is 196mph, and the Nismo is expected to be around the same.
JDM Import cars have certain complications when owning which is why we stick to UK cars, these include The MFD and Sat Nav are in Japanese, Buttons on MFD are Japanese, No bonnet pop-up devices installed for EU safety, Radio frequency, Tyre sensors frequency.
We hope you found this information helpful and if there’s anything we can help with, please get in touch.
A lot of people ask us the question ” What are the differences between Mitsubishi Evolution models ? ” and we at AT Performance, are able to give them the answer. So if you’ve arrived here to find out the differences between Mitsubishi Evolution models then you’re in the right place.
Usually the differences between Mitsubishi Evolution models are not noticeable from the outside, it’s when you look under the bonnet or inside the cabin you find the clues.
Most recently, the Evolution X model came in a number of variations including Manual and SST transmission and GSR & RS trim level. The range was also expanded from FQ300 to FQ330, FQ360, FQ400 and the flagship FQ440 with Alcon brakes and a highly tuned engine. The RS has always been the ‘basic’ trim with the intention of becoming a competition car. A plated LSD replaces the AYC unit, different gear ratios and final drive and various interior changes set these cars apart from the GSR.
The Evolution IX model was available as UK car in both RS & GSR with the MR FQ360 by HKS the most desirable. The IX was also available as a Wagon (estate) car in both 6 speed manual and an Automatic model, although not sold in the UK and only here via import.
Before that the VIII MR model was highly sought after with Aluminium roof, upgraded turbo unit, different seats and those unmistakable wheels that set the car apart from the normal GSR. The Evolution VIII was given a European model known as the ‘260’ and featured different seats, rear spoiler, dash trims, a five speed gearbox and two cats in the exhaust amongst other things.
Limited editions of the Evo IV – VI models included the Zero Fighter, RS Sprint, Tommi Makinen and RS2. These cars are now highly collectable and command a premium on the used car market
For an more information please give us a call and we’ll be happy to advise you.