Изба-дрочильня! — А большой парень с нами не пойдет? — Нет, он присмотрит за машиной. — Он что, за воров нас держит? — Нет, ничего подобного. Просто ему нравится присматривать за машинами.
first big step into the world of international rallying COLT 1000F -1967-
COLT F2A
A fter the 1966 season the undivided attention of MHI was devoted to the development of a new machine that would be able to be competitive at the 4th Japan GP (1967).
A Colt 1500 engine was bored out to 1589 cc and the 160 h.p. R46 straight four OHV unit was then put into an improved version of the Colt F3A chassis.
The new improved machine was called the Colt F2A and lived up to the expectations that people had of its speed when it was entered in the Japan GP of that year. This was the year when the formula cars were an officially recognized class of the event, indicating that Japanese motorsport was indeed coming of age.
The Mitsubishi factory cars demonstrated their superiority in the class when they qualified 1st and 2nd in the hands of Osamu Mochizuki and Osamu Masuko, and then proceeded to decimate the opposition by recording a 1-2 finish and lapping every other car on the circuit on the way to victory.
In this way, Mitsubishi showed everyone the way you should go about formula car racing, their efforts in car design and preparation bearing fruit in a way that would stand up to the strictest examination.
COLT 1100F
S o it was that 1967 became the starting point for this company's international rally competition history. The amazing debut class win and 4th outright in the 2nd Southern Cross Rally with the Colt 1000F started it all.
After that kind of start Mitsubishi decided to go back the next year with a factory Colt 1100F and aim for an even better result than the previous year.
The 'Colt 1100', which went on sale in 1966, was upgraded and called Colt 1100F in 1967. It had a Colt 1000 KE43 model engine bored out to 1088 cc and the new engine was designated the KE44 and rated at 58 horsepower. The Colt 1100F upgrade for 1968 was an all round improved model that had 82 h.p. and was equipped with front disc brakes.
In 1968, four Colt 1100Fs were entered among the 76 cars competing over the 4,000 km endurance rally course. In the end, the 1100Fs surprised the highly experienced teams from Europe when they did even better than the previous, taking 3rd outright and first and second in the under 1300 G class.
A s the Mitsubishi formula car program entered its third year, the decision was made to take the team and its technical expertise one level higher. Until this time the engines used in the formula cars were improved versions of the Colt 1000 and 1500 mass production units, but from 1968 Mitsubishi would start to produce and develop their own pure racing engines. The first of these engines, the R39, was completed the same year.
The capacity of 1598 cc was unchanged, but the engine evolved into an in line DOHC 4-cylinder unit with a maximum power output of 220 h.p. and a maximum speed in races of 260 kmph. The R39 was produced solely for the purpose of formula car racing and its 4 valves per cylinder and fuel injection to improve induction and exhaust were state of the art for their time.
The engine was mounted in an improved version of the Colt F series, was designated F2B, and four of this type were entered in the fifth Japan Grand Prix (1968). Even though they were competing alongside Mazda rotary and 2,800 cc engined cars the Colt F2Bs overwhelmed the opposition and, even though Mochizuki unfortunately retired, the team scored a powerful 1-2 outright victory.
That year the F2B scored three victories in the same class and also competed in their very first overseas event, the Macau GP.
I n the third year of international rallying the Mitsubishi factory were on a roll and in an effort to improve their already very good record, it was decided that the chassis of the next generation of Mitsubishi passenger cars, the 'Colt 1500SS' (New Colt 1500) should be used as the base for the rally machine.
The new chassis was already being used on race circuits in the guise of a Colt 1000, and it had the refined longer wheel base of the Colt 1500, a two door model was already being included in the line-up, the R46 racing engine from the formula car was being improved and tuned for rally use and all of this was to form one package called the Colt 1500SS.
Two were entered in the 4th Southern Cross Rally, but because of a mismatch between the 120 h.p. engine and the suspension the outright win that had been the reason for all of the improvements was not possible. However, third place was still a good result for a brand new car.
I n 1969 the high level of Japanese formula car motorsport had become well recognized and formula car events were the major events on the calendar. Among these events was the JAF Grand Prix which was Japan's first International formula car event and participants from as far away as Australia came to compete.
27 cars were enter in the race, with the Mitsubishi factory team of 3 improved F2Bs (entered as "Colt F2C"s) on the grid to do battle. The F2Cs, basically F2Bs fitted with wings, were in the hands of the top Japanese drivers of the day and it was one of these drivers, Tetsu Ikuzawa, who showed the speed of the local product when he qualified on pole position.
In the race the foreign contingent fresh from the Tasman Series (a series of races held in Australia and New Zealand during the European off-season) took the top two places but one of the F2C's took third outright.
In addition, following on from the entry at Macau the previous year an F2C driven by Sohei Kato took 3rd position in the main race of the event, giving even more evidence of how the technical expertise of Mitsubishi was now of world rank.
Another important point about this year was that it can be regarded as the first year of the real internationalization of Japanese motorsport, with an increasing number of international events being held from this time on.
I n addition to the Colt 1500SS entries by the Mitsubishi factory in the 1969 Southern Cross Rally, 2 "Colt 11FSS's" were also entered. Both rally cars were built on the same base chassis, the Colt 1000F. They were then equipped with a Colt 11F engine bored out by 100 cc and fitted with twin SU carburetors which gave a maximum power output of 73 h.p.. The Colt 11FSS had already competed in and won domestic Japanese rallies and in the '69 Southern Cross Rally it took 7th outright which, added to the results of the Colt 1500SS, earned Mitsubishi the Manufacturer's Prize in that year.
As the successor to the Colt 1500SS, the Colt 11FSS was used in 1970 as the official factory chassis and it was in this year that 3 11FSS rally machines were entered in the Ampol Trial, an Australian long-distance rally that was an even bigger event than the Southern Cross.
The Ampol Trial, held over the last part of June and first part of July, saw the 3 Colt 11FSSs not only finish 4th, 6th and 7th outright, but also totally dominate their class with a wonderful 1-2-3 result. As had become traditional by then, the Colt 11FSS was entered in the Southern Cross Rally of that year and again took a podium finish with 3rd position overall.
1970 was the final year that the rally machines based upon the Colt 1000 were used, because the following year the newly developed Galant would become the official chassis for the factory, a change which also signaled an even more serious commitment to rally competition by the Mitsubishi factory.
The new machine for 1970, the Colt F2D, had a new version of the R39 engine designated the R39 Mk. 2. It was the same capacity at 1598 cc, but the power had increased to 240 h.p., giving a top speed of over 250 kmph.
Moreover, the Colt F2D aerodynamics had been totally upgraded from the previous year, and in the pursuit of a car with less air resistance, the design talents of Toshiro Honjo had been employed.
His package of changes included a new engine cowl, a unique "Snow Cornice" rear end treatment and radiators mounted on either side of the chassis. These much improved cars in the hands of Tetsu Ikuzawa and Kuniomi Nagamatsu entered the JAF GP.
Compared to the previous year the international color and flavor of the event had become a lot stronger. Not only the previous seasons Tasman Series entrants, but Formula 1 World Champion Jackie Stewart took part as invited drivers.
The race was dominated by Stewart in his Brabham, but the F2Ds of only 1.6 liter capacity did not get left behind by any means and fought all the way to the end with the example of Nagamatsu actually taking 3rd outright and first in class 1, a fantastic result.
This year also saw change in the makeup of the top level of the Japanese motorsport world. The main race of the Japan GP had been for Sports Prototype cars and it was this year that the formula cars were confirmed as the top rank of Japanese competition, changing the appearance of the Japan GP from that year on.
Добавлено (11.12.2011, 14:17:30) --------------------------------------------- 1971-1972, Mitsubishi contests Southern Cross Rally with ace driver, Andrew Cowan and captures overall victory.
T he "Colt F2000" that was entered in the 1971 Japanese GP was the last original Mitsubishi formula machine, and it was also the final product of a period of race activities that stretched back to the beginning of the 1960's. The Colt F2000 was based on F2D chassis, and employed the side radiators used in the previous model, but included refinements in aerodynamics. The engine was still based on the R39B, but was now bored-out to a capacity of 2000 cc. This four valve DOHC, in-line, water-cooled unit was the first 2 litre engine that Mitsubishi had ever manufactured and it produced 280 horsepower, which enabled the F2000 to record a top speed of 290 km/h.
The 1971 Japan GP was the first time that the GP title had been held for formula cars and, in addition, the regular meeting date in October was changed to May, swapping with the JAF Grand Prix. It was this year that the Japan GP became the biggest race of the season, in reality as well as in name, when a record race crowd of 75,000 spectators attended the event. So it was an unbelievably proud day for Mitsubishi and Japan when the Colt F2000's entrusted to Kuniomi Nagamatsu and Osamu Masuko left all their rivals, including the touring teams from overseas, in their wake as they scored a 1-2 victory before the passionately excited record crowd. This was Mitsubishi's first ever GP title.
It also became the retirement performance from a decade of motor racing that started with the Mitsubishi 500 in 1962. Mitsubishi, with the GP title in hand, decided to "retire at the top" in glory, and announced the factory's withdrawal from racing. The factory did, however, continue to supply the R39B engine to private customer teams until the mid Seventies, thus extending the proud Mitsubishi racing legacy a little longer.
A t the beginning of the 1970's, Mitsubishi mobilized all its forces and aimed its motorsports program at the very highest level. Fixing its sights on producing a next generation rally machine, it employed the completely new shape chassis that went on sale in 1969 and, based on this new "Colt Galant" body, began to develop a new concept rally car for the new era.
There were three "Colt Galant" models in the new series, the AI, AII and AIIGS (Grand Sports), and it was the AIIGS that was used as the base for the new machine. The Colt Galant AIIGS was powered by the newly developed 1.5 litre type 4G31 engine, and the whole package was put through a rigorous test program both domestically in Japan and also in Australia. Entered in the 1971 Southern Cross Rally, the new machine was in the lead for most of the event, but struck trouble in the final stages and fell back into 3rd place. 3rd outright was a noteworthy result for a debut event, but the real reward came the following year.
Further improvements to the 140 horsepower AII GS saw the birth of the new "Colt Galant 16L GS", which had a power output of 150 horsepower, and it was this refined car that was entered in the 1972 Southern Cross Rally. The result was Mitsubishi's first outright victory in an International Rally. The technical knowledge built up from the program that started with the "Colt 1000F" in 1967 had, at last, brought the fruits of victory. In Mitsubishi's motorsports history the year 1972 has very special significance. That is because it justified the years of effort and improvement that started in 1967.
Major Results:
International 1971 Southern Cross Rally 3rd
Domestic 1970 Tour de Nippon 4th 1970 RCC Christmas Rally 1st 1971 DCCS Winter Rally 1st 1971 RCC Winter Rally 1st 1971 Safari in Kyoto 1st in Class T 1971 JMC Day and Night Non-stop Rally 2nd 1971 RCC Cross Country Rally 1st 1971 Group 11 Summer Rally 1st 1971 Japan AlpineRally 3rd
A t the beginning of the 1970's, Mitsubishi mobilized all its forces and aimed its motorsports program at the very highest level. Fixing its sights on producing a next generation rally machine, it employed the completely new shape chassis that went on sale in 1969 and, based on this new "Colt Galant" body, began to develop a new concept rally car for the new era.
There were three "Colt Galant" models in the new series, the AI, AII and AII GS (Grand Sports), and it was the AII GS that was used as the base for the new machine. The Colt Galant AII GS was powered by the newly developed 1.5 litre type 4G31 engine, and the whole package was put through a rigorous test program both domestically in Japan and also in Australia. Entered in the 1971 Southern Cross Rally, the new machine was in the lead for most of the event, but struck trouble in the final stages and fell back into 3rd place. 3rd outright was a noteworthy result for a debut event, but the real reward came the following year.
Further improvements to the 140 horsepower AII GS saw the birth of the new "Colt Galant 16L GS", which had a power output of 150 horsepower, and it was this refined car that was entered in the 1972 Southern Cross Rally. The result was Mitsubishi's first outright victory in an International Rally. The technical knowledge built up from the program that started with the "Colt 1000F" in 1967 had, at last, brought the fruits of victory. In Mitsubishi's motorsports history the year 1972 has very special significance. That is because it justified the years of effort and improvement that started in 1967.
Major Results:
International 1972 Southern Cross Rally 1st
Domestic 1971 apan AlpineRally 1st 1972 JMC Mountain Safari Rally 1st 1972 MSCC Tokyo Rally 1st 1972 Safari in Kyoto 1st 1972 Group 11 Summer Rally 1st 1972 Japan AlpineRally 2nd 1972 PMCS Tour de Nippon 1st 1973 Tour de Kyusyu 1st
L ight weight, compact and reliable thanks to its engineering simplicity, the Mitsubishi Lancer cut a swathe through the road-going vehicle market when introduced in February 1973. It's smooth sporting lines signalled superb performance under the skin, and it was on this base that the sporting version, the Lancer 1600 GSR, was based, combining the Lancer's inherent qualities of strength and high performance with the experience gained through seven years of successful competition with the Colt and Galant.
Fondly remembered as the "A73 Lancer", the Lancer 1600 GSR was an immediate success in rallying, taking a remarkable 1-2-3-4 victory in the 8th Southern Cross Rally in October that year. And the victor? One Andrew Cowan, a man who would be part of the Lancer success story for many years to come. But it was during the following year that the Lancer really made its mark on the world stage. While events such as the Southern Cross had a world-wide reputation, a manufacturer couldn't truly claim rally superiority until it had won a World Championship event.
Mitsubishi chose the toughest of all, the Safari Rally, held in Kenya, Africa, in which to launch the Lancer onto the world scene. And what a glorious success it was! Few manufacturers have ever enjoyed such a remarkable feat as Mitsubishi did in 1974 when, on its world debut, the Lancer strode confidently to a maiden victory at the hands of Joginder Singh. It's remarkable to note that the 1600cc Lancer beat Bjorn Waldegaard's Porsche 911 which boasted 2600cc, proving that the light, compact reliable Lancer could beat all-comers. It was a momentous occasion, and one which started a love affair between Mitsubishi and this great classic event.
The Safari Rally enjoys a reputation as an extremely tough event. It ranks as one of the most famous rallies in the world and, at the time of the Mitsubishi Lancer's memorable 1974 victory, the event was the biggest rally in the FIA World Rally Championship, stretching over five days and a gruelling 6,000 km. The Safari was, and is, regarded as a real "car-breaker", a term coined by rally followers for those events one is lucky to finish in one piece, never mind win.
To contest such an event successfully, a driver needed a car that he could rely upon totally, even in the harshest conditions, and combine that resilience and reliability with speed and performance. Clearly, the Mitsubishi Lancer combined those rare qualities with great success. Singh gave the Lancer the most praise when he said: "To win the Safari Rally your machinery must have the best performance and superior handling, as well as strength, ease of maintenance and simple design. I believe I won this race because of the Lancer. This victory will remain a vivid memory throughout my life and the Lancer will surely become a lifelong friend. I was lucky to be able to drive such a reliable machine." Singh went on to repeat that success with a further win with the Lancer on the 1976 Safari Rally, heading a Mitsubishi 1-2-3 and beating the World Championship winning Lancia Stratos in the process.
During this time the Lancer went on to dominate the Southern Cross Rally in Australia, which became the scene of yet another famous driver's debut, that of Kenjiro Shinozuka, Japan's first rallying superstar. Having already enjoyed success on domestic events in Japan,Shinozuka drove his first international event at the wheel of a Lancer on the Southern Cross, where Andrew Cowan was the acknowledged master and went on to win a further three of these great events in a row in the Lancer. By this time the Mitsubishi Lancer was developing a reputation for being invincible at home in Japan and abroad. Indeed, in Africa it had gained the sobriquet "The King of Cars." It seemed that everyone who drove a Lancer prospered from its superior performance, especially over rough and arduous rallies where it undoubtedly excelled.
While Shinozuka's loss of concentration after losing his way on his first Southern Cross Rally resulted in retirement after leaving the road, his first world championshipexperience on the 24th Safari Rally gave cause for celebration when he won the Best Driver award for finishing sixth overall, joining such luminaries as Hannu Mikkola, Shekhar Mehta and Joginder Singh. By the time Andrew Cowan won the Southern Cross yet again in 1976, the Lancer had clocked up six wins overall and including Cowan's class victory on the 1975 Safari, a grand total of seven major international awards. Lancers also dominated the Bandama Rally in 1977, with Cowan and Singh beating the works Peugeot 504s, but with this event, the endurance era drew to a close.
Добавлено (11.12.2011, 14:24:19) --------------------------------------------- The beginning of the high-speed age. The economical climate prompts Mitsubishi to produce a more compact engine with the Lancer EX2000 Turbo.
Добавлено (11.12.2011, 14:28:21) --------------------------------------------- ========================== Starion 4WD (1984-1986) Major Results: 1984 Milles Piste Rally (French Rally Championship) 1st in Prototype Category 1986 Hong Kong - Beijing Rally 2nd, World Rally Championship, Asia Pacific Rally Championship
=========================== Starion Turbo (1987-1988) 1987 Qutar Rally (Middle East Rally Championship) 3rd 1987 Kuwait Rally (Middle East Rally Championship) 3rd 1987 Rally Cote d' Ivoire (World Rally Championship) 4th 1987 Himalayan Rally 1st 1987 Oman Rally (Middle East Rally Championship) 3rd 1988 Scottish Rally (British Rally Championship)Ѓj 4th 1988 Rally New Zealand (Asia Pacific Rally Championship) 4th
1988 Asia Pacific Rally Championship Drivers' Champion (K. Shinozuka) 1989 Asia Pacific Rally Championship 2nd in Manufacturers' Championship 1989 Asia Pacific Rally Championship 2nd in Drivers' Championship (R. Dunkerton) 1990 World Rally Championship 2nd in Manufacturers' Championship
International 1984 Australian Super Touring Car Series Champion 1984 SCCA Nelson Ledge 24 hours Race 1st 1985 British Saloon Car Championship 2nd in championship 1985 Guia Race in Macau Grand Prix 3rd 1985 Guia Race in Macau Grand Prix 4th
Domestic 1985 Inter TEC (JTC) 4th 1986 SUGO Group A 300km Race (JTC) 3rd 1986 Race de Nippon Tsukuba (JTC) 1st 1986 Suzaka 300km Race (JTC) 2nd 1986 All Japan Touring Car Championship 2nd in championship 1987 All Japan Touring Car Race (JTC) 1st 1987 GHiland Touring Car 300km Race (JTC) 1st 1987 All Japan Touring Car Championship 3rd in championship 1988 Hiland Touring Car 300km Race (JTC) 2nd *JTC=All Japan Touring Car Championship
Добавлено (11.12.2011, 14:35:17) --------------------------------------------- ============================== 1985-87 Mirage SPACE
1988-1990 Mirage
Major Results: 1985 International Ralliart Cup Series was started. 1986 Freshman Series was started. 1987 Tohoku Series was started.
The Galant VR-4 made its World Rally Championship debut in 1988 and won two rounds the following year, quickly becoming the most competitive car in the WRC. Its successes were not confined to the WRC however, as Galants also featured strongly in the Asia-Pacific Rally Championship (APRC), the European Rally Championship (ERC) and the Middle East Rally Championship, among others well into the 1990s. Building on the worldwide success of professionals and amateurs alike, an evolution model was unveiled at the Acropolis Rally in mid-1991, its fifth year of competition. On its debut, the car was quickest on 30 of the 48 stages - a sensational debut.
The evolution model didn't win during its first season, but the previous model made up for that with victories on the Swedish and Ivory Coast Rallies. In particular, the Ivory Coast saw Kenjiro Shinozukaｹs victory, the first overall win by a Japanese driver on a round of the World Rally Championship. 1992 brought the career of the factory-entered VR-4 to a close and was not especially successful. The main reason for this was that much effort was already being put into the development of the next WRC car, the Lancer Evolution, but news of Shinozuka winnig consecutively in the Ivory Coast was very welcome. Galant privateers also excelled, Erwin Weber (Germany) becoming the first driver to win the European Rally Championship in a Japanese car. In addition, Ross Dunkerton of Australia won the driver's title in the Asia-Pacific Rally Championship for two straight years during 1991 and '92. The Galant took the Manufacturers Championship as well.
With these six victories in the WRC, the Galant VR-4 went on to win championships around the globe and was indeed a success as a rally car. Naturally, the 4WD technology first tried in the Starion and developed in the Galant was soon to be carried over to the Lancer Evolution.
Major Results: 1991 Swedish Rally (WRC) 1st
Hanki Rally (European Rally Championship) 1st
Indonesia Rally (APRC) 1st
Malaysia Rally (APRC) 1st
Rally Austraria(WRC) 2nd
Cyprus Rally(ERC) 1st
Valais Rally (European Rally Championship) 1st
Bandama Rally(WRC) 1st
RAC Rally(WRC) 2nd
World Rally Championship(WRC) 3rd in Manufacturers' Championship
Asia Pacific Rally Championship(APRC) Manufacturers' Champion
The Lancer Evolution was developed-with participation in the World Rally Championship (WRC) high on the list - went on sale in 1992 and replaced the Galant VR-4 as Mitsubishi's WRC contender from the season opener in 1993. It had been 10 years since a Lancer, in the form of the EX2000 Turbo, had taken part in the WRC. The Lancer was one size smaller than the Galant VR-4 and the 2500mm wheelbase was considered ideal for a rally car. As a result the compact car had superior turning characteristics with improved cornering performance. It attracted much attention not only within Mitsubishi, but in the rallying world at large.
It was inevitable that the Lancer Evolution had attracted such attention. A car created specifically for WRC competition, it was a full second per kilometre faster, its Type 4G63 power plant was a jewel in the true tradition of Mitsubishi's rally engines and while newly developed as a car, its engine had evolved from generations of well-developed Mitsubishi engines.
Thus the Lancer Evolution participated in the 1993 WRC from round one, the Monte Carlo Rally. Kenneth Eriksson (Sweden) and Armin Schwarz (Germany), began promisingly, finishing in fourth and sixth overall for a double helping of points. The Lancer Evolution went on to compete in a further eight rounds that year, finishing third on the Acropolis Rally and a second on the RAC Rally, where it came close to victory. It was a clear demonstration that rapid development had made it a top-rank contender and a worthy rival to the new generation of rally cars such as the Ford Escort Cosworth and the Subaru Legacy.
Major Results: 1993 Monte-Carlo(WRC) 4th
Acropolis(WRC) 3rd
Indonesia(APRC) 2nd
Malaysia(APRC) 3rd
Australia(WRC/APRC) 4th
RAC(WRC) 2nd
Thailand(APRC) 3rd
Asia Pacific Rally Championship (APRC) 2nd in Manufacturers' Championship 1994 Safari(WRC) 2nd
Добавлено (11.12.2011, 14:38:19) --------------------------------------------- =============================== Lancer Evolution II The Lancer Evolution ended its official career with a flourish, taking second on the 1994 Safari Rally, before giving way to the Lancer Evolution II. While the original Lancer Evolution had notched up podium finishes in its first year of competition, 1993 did not bring the expected results. After various reviews, the results began to improve in the second half of the 1993 season and clearly focused development programme resulted in the Lancer Evolution II.
Compared with the first generation Lancer Evolution, the new version was equipped with a larger rear spoiler, mounted at a greater angle. Stability at high speed was improved with the addition of a front chin spoiler. The car made its first appearance on the Acropolis Rally in mid-season but this was due to the fact that Mitsubishi at the time was putting much of its effort into winning the manufacturers'title in the Asia-Pacific Rally Championship and participation in the WRC was limited to the occasional entry. Nevertheless, Armin Schwarz came away with a second overall on the car's debut and on their next appearance in the Rally of New Zealand, the Lancer Evolution II's finished second and third overall, proving the soundness of the design.
In the Asia-Pacific Rally Championship, the Lancer Evolution II finished second in the Manufacturers' Championship in its first season, scoring two wins in a hard-fought battle with the Subaru Legacy, but failing to win a round of the WRC. However, 1995 would see the car flower. In the second round, the Swedish Rally, the Lancer Evolution IIs were equipped with electronically controlled active 4WD systems and this allowed the car to sweep over the snow-laden landscape for a 1-2 finish and the long awaited win in the WRC. The Swedish victory was a watershed, marking the arrival of an outstanding series of Lancer Evolution rally cars, based on technology inherited from the Lancer Evolution II.
Major Results: 1994 Acropolis(WRC) 2rd
Indonesia(APRC) 1st
New Zealand(WRC/APRC) 3rd
Malaysia(APRC) 3rd
Australia(WRC/APRC) 3rd
Thailand(APRC) 1st
Asia Pacific Rally Championship (APRC) 2nd in Manufacturers' Championship
Asia Pacific Rally Championship (APRC) 2nd in Drivers' Championship (K.Eriksson) 1995 Monte-Carlo(WRC) 4th
Swedish Rally (WRC) 1st
Добавлено (11.12.2011, 14:38:58) --------------------------------------------- ====================================== Lancer Evolution III
Rapid development of new models was to become one of the hallmarks of the Mitsubishi Lancer Evolution series, the Evolution III appearing in 1995. As Mitsubishi concentrated once again on the Asia-Pacific Rally Championship, the new Lancer Evolution III was thrown into competition from the first round, the Rally of Indonesia, rather than on a WRC event. While victory on its debut did not materialise, a sequence of four victories began on the third round, the Rally of Malaysia Rally, concluding with the last round in Thailand Rally. Consistently superior to its rivals, Mitsubishi collected both the Manufacturers and Drivers Championships.
With its huge rear wing reminiscent of a formula car and a purposeful front bumper, the Lancer Evolution III was styled as the ultimate rally machine. As might be imagined from its looks, down force had greatly increased but without an increase in drag, which made it an ideal rally car. Constant development of the Type 4G63 engine first used in the Lancer EX2000, notably the Post Combustion Control System introduced on the Evolution II car, proved highly effective in improving engine response, making up for a loss of top end power brought on by the regulation air restrictor.
The Lancer Evolution III first contested the fourth round of the World Rally Championship (WRC) and won on its third outing, the Rally Australia, which was also a round of the APRC. It was an amazing feat, considering that it took the Evolution II a year to achieve it first win. And 1996 would provide incontestable proof of the absolute speed of the Evolution III. In the hands of Tommi Makinen (Finland), the car won five of the nine rounds, propelling him to his first WRC title and bringing Mitsubishi a World Championship in the process.
Major Results: 1995 Safari 2nd
Tour de Corse(WRC) 3rd
Indonesia(APRC) 2nd
Malaysia(APRC) 1st
1000 Lakes 1st
Australia(WRC/APRC) 1st
Hong Kong-Beijing(APRC) 1st
Thailand(APRC) 1st
World Rally Championship(WRC) 2nd in Manufacturers' Championship
World Rally Championship(WRC) 3rd in Drivers' Championship (K.Eriksson)
Asia Pacific Rally Championship(APRC) Manufacturers' Champion
Asia Pacific Rally Championship(APRC) Drivers' Champion (K.Eriksson) 1996 Swedish(WRC) 1st
Safari(WRC) 1st
Acropolis(WRC) 2nd
Malaysia(APRC) 2nd
Argentina(WRC) 1st
New Zealand(APRC) 1st
1000 Lakes(WRC) 1st
Australia(WRC/APRC) 1st
Hong Kong-Beijing(APRC) 1st
World Rally Championship(WRC) 2nd in Manufacturers' Championship
World Rally Championship(WRC) Drivers' Champion (T.Makinen)
Asia Pacific Rally Championship(APRC) Manufacturers' Champion
Asia Pacific Rally Championship(APRC) 2nd in Drivers' Championship (R.Burns)
Добавлено (11.12.2011, 14:39:57) --------------------------------------------- =============================== Lancer Evolution IV
Five years after the original Lancer Evolution had been announced; the Lancer Evolution had advanced to its fourth generation. In essence, the Lancer Evolution had made progress at a rate of one every year. Competition in the WRC is so severe that development must proceed at that rate and the rewards of being involved in such ferocious competition more than justified the investment. Among the early Lancer Evolutions, the Evo III stood out and reigned supreme. The Lancer Evolution IV therefore had a great deal to live up to from the start.
And the Lancer Evolution IV that appeared at the beginning of 1997 on the Monte Carlo Rally more than fulfilled expectations. Although it didn't win at the first attempt, it ran at the top for a while and displayed enormous potential. One must take into account the arrival in 1997 of a new category, World Rally Cars, which allowed manufacturers such as Subaru and Ford to build cars exclusively for rallying. It was no mean feat that the Lancer Evolution, based strictly on a production model modified for Group A, was capable of running at the front. Substantial alterations to compete with the heavily modified World Rally Cars included turning the engine through 180 degrees compared to previous Lancer Evolutions and fitting a sequential gearbox. While very much part of the Lancer Evolution Series the new Lancer Evolution IV could be regarded as a completely different car.
However, technology that set the car apart from its rivals, such as the active 4WD system and Post Combustion Control System were carried over, further developed and harmonised with the new technology. The car showed excellent speed on both gravel and tarmac rallies and suffered few mechanical troubles, which proved a key factor during a tough season. Speed and reliability, the two elements most required of a rally car, were possessed by the Evolution IV model in abundance. Tommi Makinen won his second straight WRC title. The Lancer Evolution IV had taken rally car design and the Lancer Evolution series to new heights.
Major Results: 1997 Monte-Carlo(WRC) 3rd
Swedish(WRC) 3rd
Safari(WRC) 2nd
Portugal(WRC) 1st
Catalunya(WRC) 1st
Argentina(WRC) 1st
Acropolis(WRC) 3rd
New Zealand(WRC/APRC) 4th
Finland(WRC) 1st
Indonesia(WRC) 4th
Sanremo(WRC) 3rd
Australia(WRC/APRC) 2nd
RAC(WRC) 4th
World Rally Championship(WRC) 3rd in Manufacturers' Championship
World Rally Championship(WRC) Drivers' Champion (T.Makinen) 1998 Swedish(WRC) 1st
=============================================== Lancer Evolution V
1998 was a milestone for Mitsubishi. More than two decades'of toil and success in the World Rally Championship was rewarded when Mitsubishi finally won the Manufacturers' Championship. And the car that made it possible was the Lancer Evolution V, the fifth-generation car in the Lancer Evolution series.
Although rivals such as Subaru and Toyota all participated with heavily modified World Rally Cars, Mitsubishi persisted with the Group A car based on production models. It was an insistence based on the principle of applying technology developed in the severe conditions found in motorsport to Mitsubishi's production models. The Evolution V was related to the Evolution III and IV - the cars that led Tommi Makinen to two consecutive WRC titles but their weaknesses were addressed and the concept was further evolved. The main improvement over the previous model was the wider track. The legendary Type 4G63 engine with its superb low- to mid-range torque was retained along with the unique Active Four Wheel Drive System, controlled by an electronic clutch, but the Lancer Evolution IV's cornering speeds on tarmac were compromised in comparison wit the World Rally Cars, as the regulations permitted them a wider track. The Lancer Evolution V put Mitsubishi back on level terms.
Furthermore, Mitsubishi had homologated two types of suspension, with wide or narrow tracks, making it possible to adapt the Evolution V ideally for both tarmac and gravel. The car appeared for the first time on the fifth round, the Catalonia Rally, but initially it took time to exploit its capabilities. But thanks to a combination of Makinen's brilliance and its intrinsic qualities, the first win came soon enough, on its third event, the Rally of Argentina. In the second half of the season, the Evolution V became an irresistible force. Starting with the win on the ninth round, the Rally Finland, where Makinen obtained an unprecedented fifth straight victory on home ground, the Evolution V remained unbeaten for the rest of the season, winning four events in a row. With the two wins during the first half of the season, Mitsubishi had won seven of the 13 rounds held. It was a record worthy of a champion. Makinen also attain his third consecutive WRC title -an unparalleled feat - and Mitsubishi's manufacturers'crown made it a double triumph for the team. Mitsubishi was at the pinnacle of world rallying.
чтоб все знали кто в хате хозяин ============================================= Lancer Evolution VI
In it's bright new Marlboro colours, the Lancer Evolution VI made its first appearance at the beginning of the 1999 season on the Monte Carlo Rally. With reliability and three consecutive Drivers'Championships to its credit, the car took on the World Rally Cars at once and won the first round to start off the season on the right note. The Lancer Evolution was the only car homologated as a pure Group A car in the 1999 season and as a result, it was forbidden to mount the "VI" engine further back or to modify the suspension to increase travel, in contrast to the World Rally Cars. The limited range of modification put the Group A car at a clear a disadvantage. But in in spite of this, the lone Group A design proved more than competitive and the FIA responded by restricting its rear wing. However, the Lancer followed its Monte Carlo success with victory in Sweden.
Proven speed doesn't guarantee results in an environment as competitive as the WRC. Continued refinement made the Lancer Evolution faster still as a tough'99 season progressed. The engine in particular went through an unusually extensive development programme. The new, twin-scroll turbocharger unveiled from the Catalonia Rally was exceptionally durable at high temperatures and titanium/aluminium alloy turbines were used for improved pick-up. In addition to the lighter engine developed for Catalonia, the compression ratio was raised late in the season. The type 4G63 had evolved to a point where the drivers reckoned it had the most power and response.
Mitsubishi's electronic multi-plate clutch-activated 4WD system had also been greatly improved. Its response speed is far superior to the hydraulic/active differentials used by its opponents, and the new active system played a significant part in the Lancer Evolution VI's success. The long-awaited active rear differential was used from the Sanremo Rally onwards and stability during cornering was considerably enhanced. Thanks also to highly developed rear suspension; the Lancer Evolution VI was able to outpace the competition at the critical stage in the championship battle. Tommi Makinen became the drivers' champion for the fourth consecutive year, yet another achievement without precedent in World Rally Championship history.
Major Results: 1999 Monte-Carlo(WRC) 1st
Swedish(WRC) 1st
Portugal(WRC) 5th Catalunya(WRC) 3rd Tour de Corse(WRC) 6th
Argentina(WRC) 4th
Acropolis(WRC) 3rd
New Zealand(WRC/APRC) 1st
Sanremo(WRC) 1st
Australia(WRC/APRC) 3rd
Great Britain(WRC) 5th
World Rally Championship(WRC) 3rd in Manufacturers' Championship
World Rally Championship(WRC) Drivers' Champion (T.Makinen)
Добавлено (11.12.2011, 14:44:23) --------------------------------------------- ============================================== Lancer Evolution VI Tommi Makinen Edition
It was becoming increasingly clear that the scope for modifying World Rally Cars constituted a breakthrough and that their stricter limits put Group A cars at a disadvantage. But Mitsubishi well aware of the situation, kept faith with production-based Group A cars. This attitude had spurred the creation of each Evolution model from the outset and the constant progress with a line of cars that sometimes looked as though they had been developed to their full potential.
This process was such that the engineers boasted that the specification of the engine changed at every round, citing the lightweight engine used for the Catalonia Rally with an improved ECU that gave better throttle response.
The ЃgTommi Makinen Edition," named after the renowned champion driver was introduced as a base model - another example of the ceaseless development on the road to victory. On the Rally Finland, development was focused around the front suspension. The cross member was lighter yet with more rigidity with changes in the geometry. There was also an intensive review of the aerodynamics.
It was also a season in which suspension defined the limits of a Group A car. But in the Rally Australia, fate finally shone on the Lancer. Improved suspension, differentials and mapping bore fruit, the car was highly competitive and a great comeback win was achieved.
The next day however, news broke that stunned the whole team. The turbocharger was not in accordance with the regulations and the win became a mirage. The fact that it was merely a difference in the interpretation of the regulation made it all the more painful to have all the points taken away. So the 2000 season ended just short of the possible fifth consecutive championship.
For the next season, the ultimate Group A Evolution model was developed. It visually resembled the 2000 model, but all the weak points in comparison to World Rally Cars had been addressed. Rear suspension travel was extended by 30mm and the handling was greatly improved. In addition, the flywheel was lightened to improve throttle response.
This last thoroughbred Group A car began its competition career by completing its a hat-trick on the season opener at Monte Carlo, followed by a victory in Portugal and a third win on the Safari. The Lancer Evolution series proved a match for the World Rally Cars until the very end. Since its debut in 1993, constant development and evolution brought the Group A Lancer a total of 25 wins. Now Mitsubishi would embark on a new challenge with the Lancer World Rally Car.
Major Results: 2000 Monte-Carlo(WRC) 1st
Swedish(WRC) 2nd
Portugal(WRC) 6th
Catalunya(WRC) 4th
Argentina(WRC) 3rd
Finland(WRC) 4th
Cyprus(WRC) 5th
Sanremo(WRC) 3rd
Great Britain(WRC) 3rd
World Rally Championship(WRC) 4th in Manufacturers' Championship
World Rally Championship(WRC) 5th in Drivers' Championship (T.Makinen) 2001 Monte-Carlo(WRC) 1st
Swedish(WRC) 2nd
Portugal(WRC) 1st
Catalunya(WRC) 3rd
Argentina(WRC) 4th
Cyprus(WRC) 5th
Acropolis(WRC) 4th
Safari(WRC) 1st
World Rally Championship(WRC) 3rd in Manufacturers' Championship
World Rally Championship(WRC) 3rd in Drivers' Championship (T.Makinen)
