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Mitsubishi
Lancer Evolution
X (CZ4A)·
2007-2016
sedan
Caution
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)
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)
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
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.
Common problems (all variants)
high
Modified / thrashed / track-abused examples
More than almost any car in this guide, Evo Xs have been tuned, launched, tracked and drifted. Big-boost tunes stress the 4B11T pistons/ringlands and the SST clutch, while hidden accident/repair history is common on hard-driven cars.
Fix: Prioritise a documented, unmolested example. Get a marque specialist pre-purchase inspection, compression/leak-down test, an ECU/tune check and an SST health check on MR cars.
medium
4B11T oil consumption (monitor it)
Even healthy 4B11T engines use more oil than the old 4G63; a level that drops between services is normal-ish, but rapid loss with blue smoke signals ringland/ring trouble.
Fix: Check oil regularly, use the correct grade, and investigate any smoke or fast consumption promptly.
medium
S-AWC / AYC and driveline service
The S-AWC system (ACD active centre diff, AYC active yaw) and transfer/diffs rely on correct fluids; neglected or hard-launched cars can develop clunks, AYC pump/warning faults and diff wear.
Fix: Service ACD/AYC and diff fluids per schedule with the correct specification; investigate any AWC warning lights or driveline clunks.
low
Brake and tyre wear (heavy AWD performance car)
Brembo brakes and staggered performance tyres wear quickly under spirited or track use, and rotors warp under heat.
Fix: Budget for quality pads, rotors and tyres; track users should fit appropriate brake/tyre upgrades.
low
Suspension bushes and steering wear (age/hard use)
These cars are now 10-18 years old and frequently hard-driven; control-arm bushes, ball joints, sway-bar links and tie-rod ends wear, giving knocks and vague handling.
Fix: Refresh worn suspension and steering components; many owners upgrade to performance bushes.