Review/Differences between EVO VIII and EVO IX

[silver05bullet]

Most information compiled from www.evolutionm.net, www.socalevo.net, www.evo-ny.com, as well as mitsubishi motors themselves

Both the Evo 8 and the evo 9 have the same 4G63 Engine ofcourse evo 9 engine is more refined it comes with MIVEC (Mitsubishi Innovative Valve timing Electronic Control system) Mivec withiun the Evo 9 works just like MIVEC on a regular lancer heres a small explanation of it directly from mitsubishi

The dual-intake valve camshaft enables changing between low-speed and high-speed modes, resulting in easy operation from low to high rpms, improving the driving experience when starting from a stop light, merging onto the freeway, or accelerating to overtake another car. In the pursuit of pure driving enjoyment, potentially incompatible goals like fuel economy, environment-friendliness, and clean driving have all been achieved.

[Low-speed Mode]
The difference in the dual-intake valve lift (low lift and medium lift) and enhanced in-cylinder streaming further stabilize combustion without compromising fuel economy, emissions, and torque.

[High-speed Mode]
Extending the injection valve opening time and expanding the valve lift range increases intake air mass and achieves output close to best in class.

Also:
The Lancer Evolution is the first vehicle in the series to feature MIVEC (Mitsubishi Innovative Valve timing and Electronic Control). The Lancer Evolution’s MIVEC system operates on the intake camshaft, helping to optimize the engine’s valve timing to optimize the combustion in all running conditions. This technology results in more torque and horsepower while improving fuel economy across the entire rev range. The improved breathing afforded by this valve train enhancement moves the engine’s redline to 7000 rpm.
The MIVEC system can alter the intake camshaft sprocket's phase angle to retard the timing of the closure of the intake valves at higher rpm. This valve event timing creates more power because of the more efficient and complete filling of the combustion chamber thanks to the intake charge's inertia effect. Meanwhile at lower rpm, the MIVEC system will retard the timing of the opening of the intake valves to decrease intake/exhaust overlap timing, helping promote more stable combustion, while reducing fuel consumption and emissions.

The Lancer Evolution’s MIVEC system uses the engine’s oil pressure to engage movement of the intake camshaft’s front sprocket. As the camshaft control signals are received from the ECM, a spool valve at the oil control valve moves the sprocket toward the advance or retard side depending on the ECM signal. As the intake camshaft’s actual and target sprocket angles meet, the oil pressure in the advance and the retard chambers is held to maintain the phase angle of the camshaft. The MIVEC system’s oil control valve is a closed loop system so that the actual and target phase angels are identical.

EVO IX



EVOVIII


THE EVO IX TURBO IS NOT A 20G TURBO
Another Improvement to the EVO IX's 4G63 engine is an updated turbocharger that is more responsive than previous designs, achieving 5 percent faster boost. The shape of the TD05HR-16G6C-10.5T turbocharger’s compressor cover has been enhanced to optimize responsiveness and durability. The result is more torque in the 1800-5000 rpm range, as well as higher output from the peak output speed of 6500 rpm all the way to the 7000 rpm limit. The turbocharger’s wastegate valve is now more circular in shape, and lighter in weight. Turbo boost is 139kPA (20psi) at 3500 rpm and 111 kPA (16 psi) at 6500 rpm. The 2.0-liter power plant generates class-leading torque of 289 lb-ft at 3500 rpm, and 286 horsepower at 6500 rpm. Which makes this compressor housing more suitable for the 20G conversion and is being currently tested thru various turbo shops including Bushur Racing, it is believed that with the EVO 9 Compressor housing the 20G turbo will be able to provide with even more power with less boost spiking that is the major drawback right now.

All evo 9's come with the JDM MR bov, which is diffrent then the EVO 8 which used a plastic diverter valve as opposed to the steel one of the MR.

A five-layer metal head gasket design with revised coolant passage holes replaces the three-layer metal unit to better withstand the engine’s elevated, forced induction fed cylinder pressures. The pistons in the Lancer Evolution are made of a stronger alloy and are sealed to the cylinder wall using a more efficient two-piece ring package, replacing the previous three-piece ringset. This revised ring arrangement helps reduce the engine’s oil consumption by 10 percent. A new bell housing cover made of a vibration dampening steel was employed to help reduce exterior noise. A new design cast magnesium valve cover highlighting the engine’s MIVEC feature is also new for 2006. A revised fuel pump with 7 percent higher capacity also appears in the Lancer Evolution along with a redesigned muffler that enhances the exhaust note at low to mid-range engine speeds.

The five-speed transmission found in the Lancer Evolution has been upgraded with more closely spaced gears, with the fifth gear changed to a 0.761 ratio from a 0.721 ratio. Meanwhile first through fourth gear are more closely spaced than in previous model years’ five-speed. The five-speed transmission has a 4.529 final drive ratio

Another improvement in the EVO 9 is its ECU now is capable of storing 6 diffrent maps as opposed to 3 in the EVO VIII, the drawback is currently it can only be tuned by the ECUTECK software although companies such as TECTOM are working to allow their software to work with it as well.

Although even in the EVO IX brochure from mitsubishi, they state that the IX has hollow camshafts and a magnesium valve cover that is not new to the EVO IX the EVO VIII also has these things, as well as aluminium roof is also used in both the EVO VIII and the EVO IX heres some facts about the roof:

The use of aluminum reduces the upper body weight by approximately 8.8 lbs (4 kg), which in turn lowers the center of gravity and reduces the roll moment, helping to improve handling performance. With the new roof, the Evolution’s center of gravity was lowered by 3 mm. By comparison, to achieve the equivalent center of gravity, a conventional steel roof would have to be lowered 50 mm.

To join the steel frame and aluminum roof panel, Mitsubishi employed an innovative manufacturing method that makes use of self-piercing rivets – which expand radially into the steel of the structural member below – and structural adhesive.

A single longitudinal design bead in the roof panel solves the problem of thermal warping that would normally occur in the manufacturing process due to aluminum’s thermal expansion coefficient, which is nearly twice that of steel. For increased cabin strength, diagonal braces reinforce the roof joints at the front, center and rear pillars.



IMPORTANT IMPROVEMENT IN THE 2005 EVO VIII as compared to the 2003, 2004 is the 10.5 hotside on the turbo which is also used in the EVO IX, and the ACD (active center differential)

[silver05bullet]

ACTIVE CENTER DIFFERENTIAL (Doesnt split the torque its always 50/50)

First employed on the Japanese-market Evolution VII, Mitsubishi’s Active Center Differential (ACD) made its North American debut in Lancer Evolution VIII MR, and is standard equipment on all Lancer Evolutions. Combined with a front helical limited slip differential, the ACD helps raise the Evo’s dynamic handling performance to a new level.

The ACD uses a center differential to split torque up to 50:50 between the front and rear wheels using an electronically controlled hydraulic multi-plate clutch. An ECU optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between a free state (where torque is split equally between front and rear wheels) and locked states according to driving conditions. The result is better steering response and better traction. From a switch on the dash, the driver may select between three ACD modes – Tarmac, Gravel, and Snow – for response to changes in road surfaces.

The ACD computer receives data from various sensors to calculate the limited-slip torque suitable for a variety of conditions. For instance, steering wheel angle, throttle opening, wheel speeds, and longitudinal and lateral movements of the vehicle are constantly measured to determine the vehicle’s path of travel, which helps to determine whether limited-slip torque should increase or decrease at any given time.

The viscous coupling unit (VCU) limited-slip mechanism from the Lancer Evolution’s center differential has been replaced by a hydraulic multi-plate clutch in the Evolution. The maximum limited-slip torque of the multi-plate clutch is about three times that of a conventional VCU. The hydraulic unit housed in the engine compartment regulates the hydraulic pressure of the multi-plate clutch within the range of 0 to 145 psi.



With the adoption of the ACD, the front differential is changed from an open differential to a helical limited-slip differential. The helical-type limited slip differential provides better durability and higher performance when it’s needed most – while steering. Unlike an open differential, which shifts power to the wheel with less grip, the helical limited-slip constantly shifts the bias toward the wheel that has more traction.
Under straight-line acceleration, power remains evenly split between the front wheels. While cornering (e.g., accelerating out of a turn), the helical LSD directs power away from the inside wheel and toward the outside wheel, allowing the driver to begin accelerating earlier and exit the turn at a higher speed, without losing traction.
All Lancer Evolution models use a reliable, mechanical, plate-style, 1.5-way limited slip differential at the rear. This unit’s effective design has proven itself in competition providing traction and durability.


To complete this the turbo EVO 9's improved and the MIVEC provides on average an additional 30-40 hp stock over the EVO 8



Cosmetic diffrences: The front fascia was redesigned, the rear bumper was also changed on the JDM version of the EVO IX but not brought to the US because of crash safety standards, the wheels shave of about 1.5lbs out of the evo there was a misprint in the evo 9 brocure that could be read that each wheel save 1.5 lbs, its incorrect all 4 save about 1.5 lbs

EVO 8:






EVO 9:




All of the evos shine with a catless turbo back exhaust, boost controller, intake and a tune, as previously stated while those mods at 21-22psi will yield approximately 320hp out of the EVO VIII, the EVO IX's with just these mods are yielding upwards of 350hp, just because of the slight improvements and mivec especially, and evo 8 will need cams to achieve similar numbers as the 9. The only drawback there is no cams available for the evo 9 at this time.


Any questions post them up ill try to find out and post answers for you

Thanks,
Silver05Bullet

[WhiteXFire]

Someone move this from Off-Topic to the Tech forum.

[silver05bullet]

Is it supposed to be in the tech forum?

Heres some more stuff:

SPORTS-ABS
Sports Antilock Braking System (S-ABS) is standard on 2006 Lancer Evolution. The ECU uses information from a steering wheel sensor that detects steering inputs as well as lateral G and vehicle speed sensors to apportion pressure to each of the four wheels independently. The result is improved steering response while braking.

Sports-ABS has undergone detail tuning for dry tarmac and other high-friction surfaces and now slows the vehicle faster even on an undulating surface. Mitsubishi’s Electronic Brake force Distribution (EBD) system, an integral part of Sports-ABS, optimizes allocation of braking force between the front and rear wheels. Increasing the pressure applied to the rear wheels when braking close to the limit, EBD reduces the load acting on the front wheels for better anti-fade performance. The system also compensates for changes in surface and vehicle load conditions to ensure predictable and consistent stopping performance at all times.


MR: IMPROVED HANDLING STABILITY, RIDE COMFORT
The Lancer Evolution MR inherits the highly acclaimed suspension of the Lancer Evolution while adding several improvements of its own. For a suspension system to achieve the highest levels of all-wheel control, it must keep the tires on the pavement. To improve the MacPherson strut front and multi-link rear suspension, Mitsubishi turned to Bilstein®, renowned for their high-performance, superior-response shock absorbers. Working together, engineers created a shock absorber designed exclusively for the MR.
Bilstein® shock absorbers feature quick responses, as they are capable of switching instantly from the compression to extension process. By lowering the damping force generated by the shock absorbers, grip on the road has improved along with ride comfort. Quicker response time increases: high speed handling stability; traction on uneven road surfaces, while accelerating and through corners; and body attitude under braking.
Less load transfer means improved grip.

VORTEX GENERATORS
To help streamline the MR, eight small (25 mm height) fins – called vortex generators – were added to the rearward edge of the roof to increase the flow of air down the rear window. This places additional downforce on the window and reduces the resistance of air passing over the roof.
Each of these delta-shaped fins is set to create yaw of approximately 15 degrees on the air current that passes over it. The flow generates a yaw of 15 degrees at the center of the car, and 0 degrees at the outer edges.
The amount of air separation at the rear window (shown in the diagram below) decreases when the vortex generator is present. When the area of separation decreases, the main air current over the roof flows more widely over the window, increasing down force and causing a streamline effect by decreasing the air resistance of the car. Lift and air resistance are lowered in equal proportion.

Thanks to Janis Little, Mitsubishi News Beureau

[WhiteXFire]

Originally Posted by silver05bullet

Is it supposed to be in the tech forum?

Well, it's a useful article, and certainly not off topic. This is what the entire tech section is for. A mod will move it if they want to.

Nice post.

[1988 Olds]

Nice Post. Lots of information to read.

[TROLL]

haha this is clearly mitsubishi tech... you guys only know how to post in OT dont you? thanks for what looks like a great post... did you copy and paste or write it up yourself? giving credit at the top was a good thing, but just let me know how much is your material and how much is others'.
thanks for putting this together though, looks great.
bryan

[silver05bullet]

Alot of it was copied and pasted but made it cohesive and tried to not add any opinions into it

Not mentioned above the evo 9 gets slightly diffrent seats


also notice the carbon fiber piece running across the entire dash and the blackened out steering wheel


Also the inside portion of the wing is no longer carbon fiber it has been painted to match the cars color not really evident in too many pictures, and most people dont catch it right away

And thanks troll i think i should get a free tst sticker or something for this lol

[TROLL]

post something stickyworthy, get a sticker... that sounds fair.

this is a much better use of your time, glad you sat down and put it together. i plan to take each of your posts here and put them into one and sticky it, its really good information, i know i learned a lot from it.
if you can, right click and save each of these photos into a folder on your computer, then send me the folder... i'll rehost all of the images so we dont have to worry about the links going dead in time.
bryan

[S4toSTI]

Also i don't know if you mention the additional fuel maps, or is it timing maps. Either way what they were saying with the many maps on the stock ecu. Oh and in the words of richard hammond what mitsubishi did here was cross out the 8 and write 9.

[silver05bullet]

Yeah i mentioned the extra fuel maps i believe the IX has 6 diffrent programmable maps as opposed to 3 on the 8

[D Money]

Wow, sick article, I think its time to sell my wrx and get a IX!

[silver05bullet]

Troll i sent u a pm

[silver05bullet]

Originally Posted by subwrxkid

Wow, sick article, I think its time to sell my wrx and get a IX!

Wait till mid next year EVO X is coming out they might actually change it and add the AYC into it big possibility of the EVO getting even sicker than it is right now

[300zTT]

god damn thats a lot of info!!!! im still reading it but i have to say. if i have to money right now i would go out and buy an evo 9!!!!!!!!!!

[silver05bullet]

Dont all u guys go buy the evo IX, the EVO X is where its at right now they are thinking of bringing AYC (active yaw control) and im sure they will further improve on the IX

[Matt2.8NJ]

Nice article.

Having driven the 9 MR and my 8 MR back to back, autocrossing them...the only *serious* difference between the two is the engine...namely, spool and powerband flexibility is much improved.

[silver05bullet]

Hey wheres my stickers at

[MuddyREX]

It's not about the stickers, its about the respect.

[silver05bullet]

lol