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Top issues
12 known problems · 5 high
high
Modified / thrashed / track-abused examples
All engines
high
Oil consumption / ringland failure (boosted)
All engines
high
Timing chain stretch / guide wear (early 2007-2009 cars)
GSR 2.0T (5-speed manual)
Recalls
1 on recordREC-001013
2013-11-11
Defect: Due to insufficient weld strength, the clutch master cylinder may break during operation.
Hazard: Fluid will leak and the clutch release function will cease to operate, preventing normal transmission gear changes and risking a collision.
Remedy: Contact an authorised Mitsubishi Evolution specialist dealer to arrange rectification.
Affected: 407 units, Lancer Evolution (5-speed H-pattern manual, GSR), built 12 December 2007 - 5 March 2013
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
Check a specific car by VIN at vehiclerecalls.gov.au.
At this odometer
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Before and after
Before: Lancer Evolution IX (CT9A, 2005-2007)
After: None - final Evolution generation (Final Edition 2015-16)
Price (AUD)
$35k-$90k+
Body styles
4-door sedan
Drivetrain
Full-time AWD (S-AWC: active centre diff, ACD, AYC, ASC, Sport ABS)
Origin
Japan
Built in
Japan
Overview
The tenth and final Lancer Evolution, sold here as the GSR (5-speed manual) and the MR (6-speed Twin-Clutch SST dual-clutch auto), both built on the CZ4A platform with the all-new 4B11T 2.0L turbo and Mitsubishi's brilliant S-AWC all-wheel-drive system (active centre diff, AYC active yaw, ACD). The 4B11T replaced the legendary iron-block 4G63 with a lighter aluminium block and a timing chain instead of a belt - a genuine point-mass and refinement gain, but the chain on early (pre-2009) cars can stretch and the engine has a documented appetite for oil and a ringland weakness once boosted hard. The defining buy-or-walk decision is the gearbox: the GSR manual is tough and cheap to live with, while the MR's Getrag-built TC-SST dual-clutch is fast and clever but expensive and fragile if abused, neglected on fluid changes, or over-tuned. Australia also got the TMR Bathurst Edition (247kW/436Nm, 100 units) and the manual-only Final Edition (226kW/414Nm, 150 units), both now serious collector cars. These are modified, hard-driven enthusiast cars far more often than any other vehicle in this guide - buy history and a clean clutch/SST over a low odometer. Values for clean unmodified examples, especially Final Editions, are rising fast.
Engines & variants
GSR 2.0T (5-speed manual)
Engine
2.0L DOHC 16v MIVEC turbo-intercooled I4 (aluminium block)
Engine code
4B11T
Config
I4 turbo
Displacement
1998cc
Power
217kW @ 6500rpm
Torque
366Nm @ 3500rpm
Drivetrain
Full-time AWD (S-AWC)
Economy
10.5-13 L/100km combined (real world often 12-15)
Transmission
5MT
Timing chain / belt / gear
Chain-driven
Pros
- Tough higher-torque 5-speed manual - no SST repair bill risk
- Cheapest Evo X to buy, run and rebuild
- S-AWC traction and AYC cornering are still benchmark
- Driver-engaging and the choice of most enthusiasts/track users
- Strong tuning potential from the 4B11T platform
Cons
- Premium-fuel turbo - thirsty and expensive to run
- Most have been modified, tracked or thrashed - history is everything
- 4B11T oil consumption and ringland risk when boosted hard
- Early (pre-2009) timing-chain stretch
- Heavy clutch wear if launched/abused
Known problems
high
Timing chain stretch / guide wear (early 2007-2009 cars)
Early 4B11T engines can suffer a stretched timing chain with worn guides and tensioner, causing a rattle on start-up/idle, rough running and (if badly neglected) jumped timing and bent valves. Mitsubishi revised chain components on later builds.
Fix: Replace timing chain, guides and tensioner as a set; verify it has been done on pre-2009 cars. Address any start-up rattle immediately before it jumps timing.
high
Oil consumption / ringland failure (boosted)
The 4B11T uses oil more freely than the old 4G63 and the factory cast pistons have a documented ringland weakness; a hard-tuned, over-boosted or detonating engine can crack a ringland, dropping compression with blue smoke and heavy oil loss.
Fix: Monitor oil between services; on a modified car insist on a healthy compression/leak-down test and proper tune. Rebuilds use forged pistons. Walk away from a smoking or low-compression example.
medium
Clutch wear / failure (launched or modified)
The manual clutch wears fast under hard launches, drag use or higher-torque tunes; many cars are on their second or third clutch.
Fix: Replace with an appropriately rated clutch; budget for it on any hard-driven example.
MR 2.0T (6-speed TC-SST dual-clutch)
Engine
2.0L DOHC 16v MIVEC turbo-intercooled I4 (aluminium block)
Engine code
4B11T
Config
I4 turbo
Displacement
1998cc
Power
217kW @ 6500rpm
Torque
366Nm @ 3500rpm
Drivetrain
Full-time AWD (S-AWC)
Economy
10-12.5 L/100km combined (real world 11-15)
Transmission
6DCT (TC-SST dual-clutch)
Timing chain / belt / gear
Chain-driven
Pros
- Brilliant fast-shifting Getrag dual-clutch (Normal/Sport/S-Sport)
- Premium MR kit - BBS forged wheels, Bilstein/Eibach, Brembos, leather, HID
- Lightning launches and effortless quick driving
- Same strong S-AWC chassis as the GSR
- Often the better-cared-for higher-spec car
Cons
- TC-SST is expensive and fragile if neglected, abused or over-tuned
- SST fluid service is critical and often skipped
- Mechatronic/clutch-pack repairs run into the thousands
- Same 4B11T oil/ringland and early chain concerns as the GSR
- Heavier and pricier to buy than the GSR
Known problems
high
TC-SST clutch pack wear / slip / shudder
The Getrag twin-clutch SST clutch packs wear and slip, especially on cars launched repeatedly, driven hard before warm-up, over-boosted/tuned, or run on tired fluid. Symptoms are shudder/judder from a standstill, harsh or hesitant low-speed shifts, slip under load and stored clutch faults.
Fix: Clutch basket/pack replacement and software relearn by an SST specialist (e.g. AK Racing). Religiously change SST fluid; let it warm before hard driving; avoid excessive torque tunes on a stock SST.
high
SST fluid neglect / mechatronic and solenoid faults
The SST is fluid-sensitive; skipped or wrong fluid causes harsh shifting, limp mode, error codes and damage to the mechatronic valve body, shift forks and solenoids. Repairs are specialist-only - generic transmission shops typically just replace the whole unit.
Fix: Use only the specified SST fluid at the correct interval; have an SST specialist diagnose. Demand documented SST fluid history before buying an MR.
high
Oil consumption / ringland failure (boosted)
Same 4B11T weakness as the GSR - the factory cast pistons can crack a ringland under hard boost/detonation, with blue smoke, oil loss and low compression.
Fix: Compression/leak-down test pre-purchase, monitor oil, ensure a proper tune; rebuild with forged pistons if failed.
Final Edition 2.0T (5-speed manual, 150 AU units)
Engine
2.0L DOHC 16v MIVEC turbo-intercooled I4 - higher-output send-off tune
Engine code
4B11T
Config
I4 turbo
Displacement
1998cc
Power
226kW @ 6500rpm
Torque
414Nm @ 3500rpm
Drivetrain
Full-time AWD (S-AWC)
Economy
10.5-13 L/100km combined (real world often 12-15)
Transmission
5MT
Timing chain / belt / gear
Chain-driven
Pros
- Highest-output factory Evo X sold here (226kW/414Nm)
- Numbered limited run of 150 - genuine collector status and rising values
- Manual-only and later-build (no early chain concern)
- Brembo brakes, BBS wheels, Bilstein dampers, special trim
- The definitive end-of-line Evolution
Cons
- Expensive to buy and now firmly a collector asset
- Same 4B11T oil-consumption/ringland weakness if modified
- Premium fuel and Evo running costs
- Low-km collector cars can suffer from infrequent use
- Originality and provenance heavily affect value
Known problems
high
Oil consumption / ringland failure (boosted)
Despite the higher factory output, the Final Edition shares the 4B11T cast-piston ringland weakness; pushing boost beyond the factory tune risks a cracked ringland with smoke and lost compression.
Fix: Keep it on the factory tune for longevity, monitor oil, compression-test before purchase; forged-piston rebuild if failed.
medium
Clutch wear (hard use)
As with the GSR, the manual clutch wears under launches and spirited use, though most Final Editions are pampered.
Fix: Replace with a suitably rated clutch; check clutch condition and originality on purchase.
low
Low-use collector ailments
Garaged collector cars can suffer flat-spotted tyres, perished rubber/seals, fuel-system gumming, brake corrosion and weak batteries from sitting.
Fix: Recommission properly - fresh fluids, fuel, tyres and a full inspection; exercise the car regularly.