2006 Mitsubishi Lancer Evolution IX (CT9A)

来歴History & Motorsport Heritage

By the time the Evolution IX arrived in 2005, Mitsubishi's factory rally program had already moved on from the road-going homologation-special format. The earlier Evolutions had been built to Group A rules, which limited their competitiveness against the purpose-built World Rally Cars fielded by other manufacturers. Mitsubishi's factory entry, the Lancer WRC, was instead built on the eighth-generation Cedia platform — the same architecture underpinning the road-going Evolution VII. That car, the Mitsubishi Lancer WRC, competed in 45 world championship rounds between its 2001 debut at Rallye Sanremo and its final start at the 2005 Rally Australia, collecting two podium finishes but no outright wins or titles.

Mitsubishi withdrew as a full WRC constructor in 2005 — the same year the Evolution IX launched — but the car's competition life was far from over. The factory continued selling Group N-specification Evo IX machines to privateer teams for years afterward, and those cars went on to dominate the FIA's production-car category: in 2008, both the Production World Rally Championship champion Andreas Aigner and runner-up Juho Hänninen competed in Lancer Evolution IX cars; in 2009, champion Armindo Araújo and runner-up Martin Prokop again drove Evolution IX machines. The Group N Evo IX used the same 300 hp 2.0-liter turbocharged 4G63 engine found in other Group N competitors, paired with a six-speed sequential manual gearbox, though the competition car gained weight over earlier Group N Evos — from 1,310 kg up to 1,370 kg. Even as Mitsubishi's official WRC involvement wound down, the Evo IX remained a fixture with private teams in national rally championships and time-attack competition, carrying the nameplate's rally identity forward without a factory-backed effort behind it.

希少性Exclusivity & Production Run

Across all ten numbered generations, from the Evolution I in 1992 through the Evolution X's retirement in April 2016, Mitsubishi built approximately 95,719 Lancer Evolutions worldwide. The Evolution IX occupies a narrow slice of that run: it was unveiled simultaneously in Japan and at the Geneva Motor Show on March 3, 2005, with North American markets getting their first look at the New York International Auto Show the following month. US sales ran across the 2006 and 2007 model years, though most sources treat 2006 as the car's single true US model year before the Evolution X arrived.

US production numbers are consistently cited around a total of 8,201 units, though the internal trim breakdown varies slightly between sources: RS (Rally Sport) at 358 units, MR (Mitsubishi Racing) at 3,667 units, and Standard/GSR (including SE variants) at either 4,147 or 4,176 units per different sources — a discrepancy of 29 units, though both sources agree on the 8,201 total. For context, the combined US import total for the Evolution VIII and IX together was 21,047 cars. Of the three generations officially sold in the US — VIII, IX, and X — the Evolution IX was the least produced, a fact that underpins much of its current collector desirability.

Beyond the standard sedan, Mitsubishi built a station wagon variant for the Japanese market, grafting the sedan's Evo running gear into a stiffened wagon body. Production was limited to roughly 2,500 units, offered with either a six-speed manual or an automatic transmission. Introduced in Japan in 2006, the Evolution Wagon found particular favor with families wanting Evo performance in a more practical shape; the Wagon MR variant, equipped with Bilstein dampers, the Active Center Differential, and Super AYC, drew praise for its driving dynamics despite the added bulk.

The US market also received a dedicated Special Edition in 2006, distinguished by an aluminum-magnesium compressor wheel for a faster-spooling turbo, BBS forged aluminum wheels, and black-trimmed seats with red stitching. The UK and European markets saw the widest variant spread of any Evolution IX territory, with Ralliart-tuned versions sold under the FQ naming convention: FQ-300, FQ-320, FQ-340, FQ-360, and FQ-400 (limited run).

Underpinning every version of the car, regardless of market, was the CT9A chassis code — the same platform used for the Evolution VII and VIII, part of a numbering system that runs CD9A (Evo I), CE9A (Evo II-III), CN9A (Evo IV), CP9A (Evo V-VI), CT9A (Evo VII-IX), and CZ4A (Evo X).

意匠Aerodynamics & Design Philosophy

Visually, the Evolution IX carried over the CT9A body shared with the VII and VIII but introduced a reworked front end. Angular headlights flanked a split grille, with Mitsubishi's three-diamond badge sitting on the center divider and mesh covering the intake openings. The front bumper was redesigned with a broad central intake flanked by additional cooling ducts — changes Mitsubishi described in its own factory materials as an oversize mesh grille with front center bumper air inlets added specifically to improve engine-cooling efficiency.

Mitsubishi's engineers also worked the underside of the car: every unnecessary opening on the bumper's undersurface was closed off to cut aerodynamic drag. Out back, the rear wing assembly switched to a carbon-fiber hollow spoiler, a change the factory says helped lower the car's overall center of gravity. Buyers could add a front air dam extension and a rear-wing wicker bill as dealer-installed options aimed at improving high-speed stability.

The range-topping MR trim went further still, with one-piece forged BBS wheels, a close-ratio six-speed transmission, unique Bilstein shocks, an aluminum roof panel, and additional aero pieces including a vortex generator. Lighter bumpers and that aluminum roof combined to trim curb weight slightly versus earlier CT9A cars. All 2006 model-year Evolutions, regardless of trim, also picked up engine-adjacent hardware changes — an aluminum blow-off valve, a larger compressor housing, a 10.5 hotside, and an improved wastegate port.

The RS trim took the opposite approach to the MR, stripping equipment to save weight rather than adding aerodynamic hardware. Lacking power windows, power seats, anti-lock brakes, and a rear wiper, and running steel wheels instead of alloys, the RS shed approximately 70 kg versus better-equipped trims — weight savings that mattered more to Mitsubishi's engineers than comfort features.

Underneath the shared Lancer sheet metal, the Evolution IX had little in common with the ordinary Lancer sedan it was nominally based on. Subframes, suspension, brakes, seats, the steering wheel, and the entire drivetrain were unique to the Evo; practically the only components shared with the standard Lancer were the front doors.

Inside, the cabin mixed rally-inspired instrumentation with everyday usability. A large tachometer took center stage in the gauge cluster, flanked by the speedometer and secondary gauges for fuel, coolant temperature, and turbo boost. Depending on trim, the center stack carried either a more advanced stereo alongside HVAC controls or a simple ventilation knob, with air conditioning standard only on the higher grades. High-bolstered bucket seats with integrated headrests were fitted across the range to keep occupants in place during hard cornering. The factory shape also proved to be a popular aftermarket canvas: companies still sell wind splitters, spoilers, canards, front bumper shutters, block-off plates, side skirts, vortex generators, and undertrays specifically for the 2001–2006 Evolution VII/VIII/IX body.

機関4G63T · Powerplant

Every Lancer Evolution from the original 1992 car through the Evolution IX relied on the same basic architecture: a 2.0-liter, 16-valve, DOHC, intercooled and turbocharged inline-four known internally as the 4G63. The Evolution IX used the most technologically advanced version of that engine Mitsubishi ever put into production, and it was the first Evolution to feature MIVEC — Mitsubishi Innovative Valve timing and Electronic Control — operating on the intake camshaft to optimize valve timing and combustion. The result was more torque and horsepower delivered across a wider spread of the rev range, along with improved fuel economy compared to the non-MIVEC Evolution VIII.

Specification basics for the 4G63T as fitted to the Evolution IX: 1,997 cc displacement, 85 mm x 88 mm bore and stroke, 8.8:1 compression ratio, DOHC with 4 valves per cylinder and MIVEC on the intake cam, and turbocharged with intercooler. Official crank output figures vary slightly between sources but cluster tightly: Mitsubishi's own materials cite 291 PS (214 kW / 287 hp) and 392 N·m (289 lb-ft) of torque, while other reference sources list 286 hp with the same torque figure. Japanese-market documentation gives the torque figure as 40.8 kgf·m, consistent with the roughly 392 N·m cited elsewhere. The consistent throughline across all sources is that displacement and the roughly 392 N·m torque number don't move regardless of source; only the horsepower rounding shifts by a horsepower or two.

Those official Japanese-market figures may understate real output. Mitsubishi had reportedly been building cars with more power than advertised in order to comply with a long-standing Japanese manufacturers' "gentlemen's agreement" capping headline output; the Japanese-market Evolution IX allegedly produced closer to 320 PS (235 kW / 316 hp) in actual practice. Real-world dyno testing supports the idea that the advertised numbers undersold the car: the Evolution VIII typically dynos around 225 whp and 225 lb-ft of torque against a flywheel rating of 271/273 hp, while the Evolution IX typically pulls approximately 255 whp and 250 lb-ft at the wheels — a roughly 30 horsepower gap between the two cars once drivetrain losses are factored in, despite similar official flywheel ratings.

Acceleration figures varied by trim and source. The lighter RS trim reached 60 mph in an estimated 4.4 seconds, while the heavier standard and MR models needed about 4.5 seconds; one comparative spec sheet lists a 0-60 time of 4.2 seconds and a top speed of 157 mph (253 km/h) for the range generally, illustrating the spread reported across different testing conditions and trims.

UK Ralliart-tuned variants pushed considerably further beyond the standard Japanese and US specification: FQ-300 up to 305 bhp and 297 lb-ft; FQ-320 with 326 bhp and 305 lb-ft via freer-breathing induction and exhaust work; FQ-340 with 345 bhp at 6,800 rpm and 321 lb-ft at 4,600 rpm via remapped fueling and ignition; and FQ-360 with 366 bhp and 363 lb-ft at 3,200 rpm via a high-pressure fuel pump, high-flow catalytic converter, and ECU reprogramming — good for an estimated 0-60 mph in 4.1 seconds and a top speed over 160 mph.

At the very top of the range sat the FQ-400, sold in limited numbers through Ralliart UK and modified by tuning specialists Rampage, Owen Developments, and Flow Race Engines. It produced 302.13 kW (405.2 hp) from the same 2.0-liter 4G63 block, a specific output of 202.9 hp per liter that ranked among the highest of any road-car engine at the time. At a curb weight of around 3,200 lb, the FQ-400 hit 0-60 mph in 3.5 seconds and 0-100 mph in around 9 seconds, priced at approximately £47,000 when new. On Top Gear's test track, the Stig recorded a Power Lap time of 1 minute 24.8 seconds in the FQ-400 — a time the show noted put it within reach of a Lamborghini Murciélago's pace around the same circuit.

UK list pricing for the standard three-model IX range at its June 1, 2005 on-sale date was £27,999 for the FQ-300, £29,999 for the FQ-320, and £32,999 for the flagship FQ-340, with the FQ-360 added to the lineup later at a higher price point.

車台Chassis, Suspension & Handling Dynamics

The Evolution IX's handling character was built around Mitsubishi's Super All Wheel Control (S-AWC) philosophy, refined further from the Evolution VIII. The Active Center Differential (ACD) received enhancements for better front-to-rear torque distribution, while Active Yaw Control (AYC) and the Sports ABS system were refined for cornering and stability. General chassis work brought suspension tweaks aimed at balancing handling sharpness with everyday ride comfort, alongside lighter, more durable materials that contributed to a small weight reduction versus the VIII.

This electronic drivetrain toolkit had a clear lineage within the Evolution family. AYC first appeared on the Lancer Evolution IV in 1996. The Evolution VII then introduced the Active Center Differential alongside Super Active Yaw Control (S-AYC), a combination that significantly sharpened the car's handling dynamics and set the template the Evolution IX would refine.

The range-topping MR trim pushed the chassis further still. Its suspension paired high-spring-rate Eibach coils with Bilstein dampers, while the electronically controlled Super AYC system was reprogrammed specifically to prioritize cornering ability over outright ride comfort. The front bumper shape was also altered on the MR to reduce aerodynamic lift at speed. The "MR" designation itself stands for Mitsubishi Racing, historically reserved for the brand's highest-performing models; it first appeared on the Evolution VII, making the Evolution IX MR only the second MR-badged Evo. It represented the culmination of development on the third-generation CT9A platform and was the final MR model built around the 4G63 engine before Mitsubishi moved to the new 4B11 for the Evolution X.

Mitsubishi's priorities for the car are summed up neatly by its standard equipment list: the Evolution IX shipped with three limited-slip differentials as standard, but no cruise control was offered. The only driver-selectable mode on the car adjusted the terrain setting of the Active Center Differential, which could vary the rate and magnitude of lockup between the front and rear axles depending on conditions. A period road test described the car as one that had not emerged from consumer clinics or focus groups, but was built with a single-minded intent to handle any road surface put in front of it.

The RS trim's low curb weight — as light as 2,888 lb — paired with standard Brembo brakes to give the stripped-down model particularly sharp responses, with the active locking differential systems doing much of the work of keeping the car planted regardless of surface.

Core dimensions across the range: 2,625 mm wheelbase (103.3 in), 4,490 mm length (176.8 in), 1,770 mm width (69.7 in), 1,450 mm height (57.1 in), and curb weight figures ranging from around 1,310 kg for the lightest trims up to roughly 1,540 kg for more heavily equipped versions, depending on market and specification.

名義Nomenclature & Lore

The Lancer Evolution's name is built from two parts: "Lancer," a reference to a spear-wielding knight and a term tied to elite status in European chivalric tradition, combined with "Evolution," reflecting the ongoing development of the platform generation after generation. Mitsubishi's period advertising leaned into that theme directly, with slogans such as "evolution does not stop."

Ten official numbered generations were built in total, each typically distinguished by a Roman numeral, and all sharing the basic formula of a two-liter intercooled turbocharged inline-four paired with all-wheel drive. In casual use, the car is most commonly shortened to "Lancer Evo," "LanEvo," or simply "Evo." In Japan the car is often referred to as "Ran-ebo," while Western markets universally favor "Evo"; in Korea both the Japanese and Western short names are used interchangeably.

Within the Evolution IX's own US lineup, the shorthand extends to trim names as well — standard (also marketed as GSR in some materials), RS (Rally Sport), SE (Special Edition), and MR (Mitsubishi Racing) — each carrying slightly different performance capability under the same "Evo IX" umbrella.

The Evolution name also traveled beyond Mitsubishi badging in certain markets. Because the car wasn't widely sold in some parts of Europe, the FIA allowed several earlier generations to be homologated under Malaysian manufacturer Proton instead — the Evolution II and III were sold as the "Proton Wira 4WD Turbo," while the V, VI, and VII were rebadged as the "Proton PERT."

相場Auction Records & Modern Market Value

The Evolution IX's auction ceiling was set on December 1, 2024, when a 2006 Mitsubishi Lancer Evolution IX MR sold on Bring a Trailer for $161,000 — approximately $168,600 including buyer's fees. The car in question had covered only 461 miles from new, and its sale price stands in sharp contrast to its original window sticker of roughly $35,000. That result eclipsed the previous benchmark, a $138,000 eBay sale in 2017 for an Evolution IX with only nine miles on the odometer.

Those headline numbers sit well above the broader market, though. Classic.com's aggregate data puts the average sale price for a Mitsubishi Lancer Evolution IX at $43,414, with a recorded low of $20,250 for a 2005 Evo IX MR FQ340 sold on August 5, 2025. Clean, well-kept examples of both the Evolution IX and VIII have generally listed in the $40,000-$50,000 range, while more hard-used cars can still be found for under $30,000.

Hagerty's condition-based price guide gives a sense of where values sit by grade: a base Evolution IX in #2 (excellent) condition now tops $58,000, while a comparable Special Edition car is valued closer to $80,000. UK aggregator The Classic Valuer lists the average-condition value of an Evolution IX at £30,502, with the most expensive publicly recorded UK sale reaching £128,152.

Several factors explain the spread between average transactions and headline auction results: Scarcity — only 8,201 Evolution IX cars were ever brought into the US, a smaller number than either the VIII or X, making genuinely original, low-mile examples especially hard to replace; Originality over modification — condition and originality drive value more than horsepower add-ons, with heavily modified cars trading in a separate, generally lower-value segment even when their performance is far beyond stock; Trim hierarchy — the Evolution VI, VIII MR, IX, and X MR command the strongest prices across the model's history; and Skepticism about record sales — one industry commentator pushed back on treating the $161,000 BaT result as a new market baseline, arguing it reflected the enthusiasm of a couple of deep-pocketed nostalgic bidders rather than the everyday value of an Evolution IX. Predictions from 2022 suggested that clean Evolution IXs would soon become $50,000 cars and drift out of reach for many enthusiasts — a forecast that lines up closely with the Hagerty and BaT figures recorded through 2024 and 2025.

継承Keeping the Legend Alive (Restomod & Specialist Culture)

Mitsubishi has not built a direct successor to the Evolution nameplate since the Evolution X ended production in April 2016, but the company has kept the door open. Engineering fellow Kaoru Sawase told Drive that reviving the Evolution remains "a dream, of course... my personal dream," pointing to the range of technologies Mitsubishi already has on hand that could theoretically support a new car. Sawase was clear, however, that any future Evolution would need to embrace hybrid or electric power rather than a pure combustion turbo formula, citing the direction of environmental regulation and stating he fully understands how electrification affects vehicle dynamics performance.

The bigger obstacle is business case rather than engineering. Justifying a completely new performance model is difficult without direct support from alliance partners Renault and Nissan, particularly since the standard Lancer sedan that originally underpinned the Evolution has been discontinued for years. Concepts shown at events like the Tokyo Auto Salon, including the Mitsubishi Vision Ralliart, have been described as performance-styled crossovers rather than genuine Evolution successors — one review characterized the Vision Ralliart concept as little more than an Outlander PHEV wearing a body kit. Mitsubishi's revived Ralliart sub-brand, historically tied to the Evolution name, has similarly focused on styling upgrades rather than the kind of performance engineering the Evolution badge represented. Talk of bringing the Evolution name back on a crossover body, potentially building on the earlier e-Evolution concept, continues to circulate without a confirmed production plan.

On the restoration and ownership side, there is no dedicated boutique restomod house built specifically around the Evolution IX in the way some other JDM performance icons have attracted. Support instead comes from a fragmented network of tuner shops and aftermarket suppliers — companies like Voltex Racing Suzuka produce GT wings, diffusers, spoilers, and carbon-fiber body components for the Evolution VII/VIII/IX platform, while aero specialists continue to sell splitters, canards, and undertrays for the same generation. Some owners and reviewers have noted that aftermarket support for the Evolution lags behind what exists for its longtime rival, the Subaru WRX STI, with no Mitsubishi-specific specialist shop network comparable to what Subaru enthusiasts enjoy.

The Evolution IX has, however, earned a reputation as one of the more dependable performance cars of its era. Many of the faults that plagued earlier Evolutions — rusty wastegate actuators, faulty yaw control ECUs, tappet noise, helical LSD case bolt failures, troublesome idle speed control valves, fuel cuts under overboost, and overflowing expansion tanks — had largely been resolved by the time the Evolution VII arrived, with the remaining weaknesses cleared up almost entirely by the Evolution VIII. Despite being a highly stressed engine, the 4G63 has proven durable in practice; its most common issue is noisy hydraulic tappets, typically caused by infrequent oil changes blocking the oilways, and usually resolved with fresh oil, regular driving, or a straightforward tappet replacement.

Buyers checking a used Evolution IX are advised to confirm the Active Yaw Control warning light illuminates at startup and extinguishes after a few seconds — if it doesn't behave this way, the system may have been disconnected to mask a problem. Groaning noises under tight turns can point to trouble in the rear differential or AYC system, though sometimes a simple pressure switch replacement solves what looks like an expensive differential problem. US-spec Evolution VIII and IX cars are also largely free of the AYC pump failures that affected some earlier Evolutions and the early Evolution X, a defect more pronounced outside the CT9A generation. Owners report that even a mildly modified Evolution IX can reliably produce around 335 all-wheel horsepower on pump fuel with minor supporting modifications, underlining why the car remains a usable daily performance option nearly two decades after it left showrooms.