Chassis Code Explained
| Segment | Meaning | Detail |
|---|---|---|
| C | Body platform | C-segment compact (Lancer) |
| D | AWD code | Original AWC/center viscous coupling (pre-AYC) |
| 9 | Body generation | 9th-generation Lancer (CB platform) |
| A | Variant | High-performance homologation spec (Evolution) |
CD9A is exclusive to Evolution I (October 1992 to January 1994). The chassis lifted its driveline from the Galant VR-4; 5,000 RS and GSR units were built combined to meet WRC Group A homologation.
Key Takeaways
- Launched in October 1992 as a Group A homologation model needing "an annual production volume of at least 2,500 units"
- The 4G63 intercooled turbo "was modified to produce 250 PS, an extra 10 PS"
- Full-time 4WD with a viscous coupling centre differential "proven in the sixth-generation Galant VR-4"
- Two Japanese trims: the top-level GSR and the stripped RS, which used crank windows and steel wheels and deleted the ABS and rear wiper
- The RS ran a mechanical LSD where the GSR used a viscous coupling diff
- Never federalised for North America — a US car is an import, and rotted fuel systems and hidden underbody rust are the two things to check first
Technical Specifications
Engine Options
| Chassis | Engine | Displacement | Power — JDM | Notes |
|---|---|---|---|---|
| CD9A (Evo I) | 4G63T | 2.0L | 247 PS @ 6000rpm (estimated) | JDM quoted 247PS; torque rpm varies |
Transmission Options
| Type | Ratios | Availability | Notes |
|---|---|---|---|
| 5-speed Manual | N/A (varies by gen/market) | Evo I-X (most trims) | Multiple gearsets across generations |
| 6-speed Manual | N/A (varies by gen/market) | Evo VIII/IX MR, some UK | MR-focused close ratio sets |
| INVECS-II 5-speed Automatic | N/A | Evo VII GT-A | Torque-converter automatic |
| TC-SST 6-speed Dual-clutch | N/A (varies by year) | Evo X MR (and some markets) | Twin-clutch with S-Sport modes |
Variants & Trims
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| Lancer Evolution I (CD9A, 1992-1994) | GSR | 4G63T 2.0L I4 Turbo | AWD, viscous center diff, 5MT, Recaro, Momo |
| Lancer Evolution I (CD9A, 1992-1994) | RS | 4G63T 2.0L I4 Turbo | AWD, 5MT, lighter spec, steel wheels, minimal trim |
Should You Buy a Mitsubishi Lancer Evolution CD9A?
Why You'll Love It
- A homologation special, not a trim level Group A homologation "required an annual production volume of at least 2,500 units", and Mitsubishi's initial 2,500-car run "sold out within days of its launch" — the road car exists because the rally car needed it.
- Galant VR-4 running gear in a smaller shell Mitsubishi used the 4G63 intercooler turbo engine with the full-time 4WD viscous-coupling centre differential "proven in the sixth-generation Galant VR-4", in a Lancer that was "10 inches shorter" and lighter than the car it replaced.
- A genuinely stripped RS variant The RS deleted the ABS and rear wiper, used crank windows and steel wheels, and came with a mechanical LSD rather than the GSR's viscous coupling diff — a factory-light car, not an owner's parts-bin job.
Why You Might Not
- Every North American car is an import Mitsubishi "only federalized the later Evo VIII for North America", so this generation arrives through the 25-year route with the sourcing and parts problems that implies.
- Low-mileage JDM cars bring sitting problems Hagerty's Evo import guidance is blunt about the shopping pattern: buyers "are always looking for low mile cars", cars "that have not been driven", and "that brings a whole other level of issues from the cars sitting. So many of the JDM imports have completely rotted fuel systems."
- Underbody coatings hide the rust "Lots of cars get a black coating over the entire undercarriage. You have no idea what will be under it. It could be preventative or be hiding everything."
- Very hard to find Japanese Nostalgic Car's import writeup notes that "these early Evos are extremely hard to come by today" — expect a long search rather than a choice of cars.
Who Should NOT Buy This
- Buyers who cannot get the car on an inspection lift before committing — "any rust visible in pictures or video will almost always be worse once the car is in your hands and up on an inspection lift"
- Buyers unwilling to budget a fuel-system refresh on a low-mileage import: "anyone that buys one should plan on installing a fresh fuel pump and filter", and "you need to drop the fuel tank to get to any of this"
- Buyers who want a car they can walk into a US dealer and service under warranty — Mitsubishi "only federalized the later Evo VIII for North America"
- Buyers who need to find a car quickly: "these early Evos are extremely hard to come by today"
Common Issues & Solutions
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| Rotted fuel system on a low-mileage import | JDM cars bought precisely because they have not been driven have sat instead. "So many of the JDM imports have completely rotted fuel systems." | "Anyone that buys one should plan on installing a fresh fuel pump and filter", and have the injectors cleaned and balanced at the same time. | Get a written estimate for a fuel pump, filter and tank drop — the tank has to come down to reach any of it. |
| Hard-to-source fuel tanks and pump hangars | "Gas tanks and fuel pump hangars are difficult to source" for imported Evos. | Confirm the tank's internal condition before purchase where possible, and price parts availability before committing. | Price the parts before you buy, not after. |
| Underbody rust concealed by coating | "Lots of cars get a black coating over the entire undercarriage. You have no idea what will be under it. It could be preventative or be hiding everything." | Inspect on a lift and probe the coating rather than trusting photographs. | Budget an independent pre-purchase inspection on a lift. |
Differences between JDM & USDM
This generation is a Japanese-market homologation car with no US-market twin. Mitsubishi launched it in October 1992 because Group A rules "required an annual production volume of at least 2,500 units", and the initial run "sold out within days of its launch". Japan chose between the top-level GSR and the RS, "a completely stripped down variant ready to hit the track" with crank windows, deleted anti-lock brakes and rear wiper, steel wheels and a mechanical LSD in place of the GSR's viscous coupling diff. North America never got either: Mitsubishi "only federalized the later Evo VIII for North America". A US buyer is therefore importing, and should weigh the two problems Evo importers report most — "so many of the JDM imports have completely rotted fuel systems", and underbody rust hidden under a black coating where "you have no idea what will be under it". Import eligibility runs on 49 CFR 591.5's condition that "the vehicle is 25 or more years old"; confirm the individual car's date and the current requirements.
Pre-Purchase Inspection Checklist
Critical Priority
High Priority
Medium Priority
Generation History
Evo I (CD9A) (1992-1994)
- 4G63T AWD homologation start
- Lightweight feel; raw steering
- Rare outside Japan; collector appeal
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| Lancer Evolution I (CD9A) | 1992-1994 | 2,500 (estimated) | Homologation-era; commonly cited 2,500 |
Comparable Alternatives
Subaru WRX STI GR/GV
Roomier hatch/sedan; DCCD; daily-friendly
Nissan 370Z
Modern RWD performance; simpler ownership; cheaper
The Buyer's Read
The first Lancer Evolution exists because of a rulebook. Group A homologation "required an annual production volume of at least 2,500 units", Mitsubishi built exactly that from October 1992, and the run "sold out within days of its launch". Mechanically it is a Galant VR-4 in a smaller suit: the same 4G63 intercooler turbo, "modified to produce 250 PS, an extra 10 PS", driving through the full-time 4WD viscous-coupling centre differential "proven in the sixth-generation Galant VR-4", in a Lancer shell stiffened with reinforcements and lightened with an aluminum engine hood.
Decide on trim before you shop. Recaro sport seats and a MOMO steering wheel were part of the package; the RS was "a completely stripped down variant ready to hit the track", with crank windows, no anti-lock brakes, no rear wiper, steel wheels in place of alloys, and a mechanical LSD instead of the GSR's viscous coupling diff.
Buying one in North America means importing one. Mitsubishi "only federalized the later Evo VIII for North America", and the cars that come over are usually the low-mileage ones — which is its own problem. Hagerty's reporting on Evo imports puts it plainly: buyers "are always looking for low mile cars", cars "that have not been driven", and "that brings a whole other level of issues from the cars sitting. So many of the JDM imports have completely rotted fuel systems." Budget a fresh fuel pump and filter, and know that "you need to drop the fuel tank to get to any of this so it isn't an easy inspection before the purchase". Rust is the other one: "any rust visible in pictures or video will almost always be worse once the car is in your hands and up on an inspection lift", and a black undercarriage coating means "you have no idea what will be under it".
Finally, supply. "These early Evos are extremely hard to come by today." Import eligibility itself is the easy part — 49 CFR 591.5 asks only that "the vehicle is 25 or more years old" — so confirm the car's build date, then spend your effort on the lift inspection and the fuel system.
Frequently Asked Questions
- When did the first Lancer Evolution launch, and why 2,500 cars?
- Mitsubishi launched it in October 1992. WRC Group A homologation "required an annual production volume of at least 2,500 units", and that initial homologation run "sold out within days of its launch".
- How much power did it make?
- Mitsubishi's own history records that the 4G63 intercooler turbo "was modified to produce 250 PS, an extra 10 PS" over the Galant VR-4 unit it came from.
- What is the difference between the GSR and the RS?
- The RS was "a completely stripped down variant ready to hit the track" — crank windows, no anti-lock brakes, no rear wiper, steel wheels instead of alloys — and it "came with a mechanical LSD, as opposed to the GSR's viscous coupling diff".
- Was this generation ever sold new in North America?
- No. Mitsubishi "only federalized the later Evo VIII for North America", so every North American car of this generation is a 25-year import.
- Can I import one into the US?
- Under 49 CFR 591.5, the FMVSS exemption condition is that "the vehicle is 25 or more years old" — confirm the specific car's manufacture date and the current import, EPA and state requirements before buying.
Sources & References
Sources (14)
- Mitsubishi Lancer Evolution — encyclopedic overview — Wikipedia Verified
- Mitsubishi Sirius / 4G6 engine family reference — Wikipedia Verified
- World Rally Championship — historical record — Wikipedia Verified
- Mitsubishi Lancer Evo VI used car buying guide — Autocar Verified
- Mitsubishi Lancer Evo X owner reviews and common problems — Carbuyer Verified
- Lancer Evolution — dream-car ownership perspective — CarThrottle Verified
- Left-hand-drive Evo discussion thread — EvolutionM forum Verified
- Pros and cons of Evo ownership — community thread — EvoX Forums Moved View archived ↗
- Lancer Evolution common problems reference — Breakeryard Access blocked
- Evo X reliability discussion — r/mitsubishi subreddit Access blocked
- Mitsubishi Lancer Evolution — Hagerty valuation tool — Hagerty Access blocked
- Mitsubishi Lancer Evolution — auction results archive — Bring a Trailer Access blocked
- Mitsubishi Lancer Evo — model history and road tests — Evo Magazine Access blocked
- WRC — championship history and Mitsubishi Ralliart record — FIA World Rally Championship Access blocked
Sources last verified: