Chassis Code Explained
| Segment | Meaning | Detail |
|---|---|---|
| C | Body platform | C-segment compact (Lancer) |
| T | Engine designation | Turbocharged 4G63T |
| 9 | Body generation | 9th-generation Lancer body |
| A | Variant | High-performance specification |
Key Takeaways
- Three Evolutions share this code: VII (February 2001), VIII (January 2003) and IX (March 2005)
- The 2001 car introduced "an Active Center Differential (ACD) with electronically controlled hydraulic multi-plate clutch", integrated with AYC
- The 2003 car brought "a class-topping 40.0 kg-m of torque" and Super-AYC, which "doubled the amount of torque which could be transferred between the rear wheels"
- The 2005 car was "the first model in the series" with MIVEC and a titanium-magnesium turbocharger
- "The Active Yaw Control warning light must illuminate when the ignition is turned on and go out after a few seconds" — if it does not, walk away
- A launched clutch "could be very badly worn", and replacing it "takes over six hours" because the gearbox and transfer box both have to move
Technical Specifications
Engine Options
| Chassis | Engine | Displacement | Power — JDM | Notes |
|---|---|---|---|---|
| CT9A (Evo VII) | 4G63T | 2.0L | 280 PS @ 6500rpm (estimated) | 280PS nominal; ACD introduced |
| CT9A (Evo VIII) | 4G63T | 2.0L | 280 PS @ 6500rpm (estimated) | 280PS nominal JDM; US/UK differ |
| CT9A (Evo IX) | 4G63T (MIVEC) | 2.0L | 280 PS @ 6500rpm (estimated) | MIVEC added; outputs vary by market |
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 |
Early builds of this chassis became eligible for US import under the 25-year rule in 2026; later production years become eligible through 2031. Calculate import costs →
Variants & Trims
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| Lancer Evolution VII (CT9A, 2001-2003) | GSR | 4G63T 2.0L I4 Turbo | AWD, ACD, AYC, 5MT, Brembo, Recaro |
| Lancer Evolution VII (CT9A, 2001-2003) | RS | 4G63T 2.0L I4 Turbo | AWD, ACD, 5MT, lighter spec, steel wheels, minimal trim |
| Lancer Evolution VII (CT9A, 2001-2003) | GT-A | 4G63T 2.0L I4 Turbo | AWD, INVECS-II 5AT, ACD/AYC, Brembo, comfort |
| Lancer Evolution VIII (CT9A, 2003-2005) | GSR | 4G63T 2.0L I4 Turbo | AWD, ACD/AYC, 5MT, Brembo, Recaro, HID |
| Lancer Evolution VIII (CT9A, 2003-2005) | RS | 4G63T 2.0L I4 Turbo | AWD, ACD, 5MT, lighter spec, steel wheels, minimal trim |
| Lancer Evolution VIII (CT9A, 2003-2005) | MR | 4G63T 2.0L I4 Turbo | AWD, 6MT, Bilstein, BBS, ACD/AYC, Recaro |
| Lancer Evolution VIII (CT9A, 2003-2005) | FQ-300 (UK) | 4G63T 2.0L I4 Turbo | AWD, higher output tune, 5/6MT, market-specific |
| Lancer Evolution VIII (CT9A, 2003-2005) | FQ-320 (UK) | 4G63T 2.0L I4 Turbo | AWD, higher output tune, 5/6MT, market-specific |
| Lancer Evolution VIII (CT9A, 2003-2005) | FQ-340 (UK) | 4G63T 2.0L I4 Turbo | AWD, higher output tune, 5/6MT, market-specific |
| Lancer Evolution VIII (CT9A, 2003-2005) | FQ-400 (UK) | 4G63T 2.0L I4 Turbo | AWD, 400PS tune, 6MT, uprated turbo/fuel, limited |
| Lancer Evolution IX (CT9A, 2005-2007) | GSR | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, ACD/AYC, 5MT, Brembo, Recaro, MIVEC |
| Lancer Evolution IX (CT9A, 2005-2007) | RS | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, ACD, 5MT, lighter spec, steel wheels, MIVEC |
| Lancer Evolution IX (CT9A, 2005-2007) | MR | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, 6MT, Bilstein, BBS, ACD/AYC, Recaro |
| Lancer Evolution IX (CT9A, 2005-2007) | Wagon GT (JDM) | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, wagon body, ACD/AYC, 5MT, Brembo |
| Lancer Evolution IX (CT9A, 2005-2007) | Wagon MR (JDM) | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, wagon body, 6MT, Bilstein, BBS, ACD/AYC |
| Lancer Evolution IX (CT9A, 2005-2007) | FQ-300 (UK) | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, higher output tune, 5/6MT, market-specific |
| Lancer Evolution IX (CT9A, 2005-2007) | FQ-320 (UK) | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, higher output tune, 5/6MT, market-specific |
| Lancer Evolution IX (CT9A, 2005-2007) | FQ-340 (UK) | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, higher output tune, 5/6MT, market-specific |
| Lancer Evolution IX (CT9A, 2005-2007) | FQ-360 (UK) | 4G63T 2.0L I4 Turbo (MIVEC) | AWD, higher output tune, 6MT, market-specific |
Should You Buy a Mitsubishi Lancer Evolution CT9A?
Why You'll Love It
- The Active Center Differential car "An Active Center Differential (ACD) with electronically controlled hydraulic multi-plate clutch replaced the previous viscous coupling unit-type center differential", with integrated ACD and AYC control so "ACD provides better traction when accelerating out of a corner while AYC enhances steering response and grip through corners".
- A torque-led engine, not a peak-power one The 2001 car put "maximum torque boosted 39.0kg-m at 3500rpm with improved torgue characteristics in the mid-speed range"; the 2003 car reached "a class-topping 40.0 kg-m of torque", and its MR trim "maximum torque tweaked to 40.8 kg-m".
- Super-AYC and a six-speed gearbox The 2003 car's "Super-AYC (Active Yaw Control) that doubled the amount of torque which could be transferred between the rear wheels" arrived alongside a close-ratio six-speed, and it was "the first production 4-door sedan to be fitted with a all-carbon fiber reinforced plastic rear spoiler".
- MIVEC and a lighter turbo for 2005 The Evolution IX was "the first model in the series to be powered by a turbocharged engine using Mitsubishi's MIVEC variable valve timing technology in the intake system and used a titanium-magnesium turbocharger, which resulted in higher torque and produced better response across the full rev range".
- A durable engine when serviced "Despite being highly stressed, the Evo engine has proved durable."
Why You Might Not
- Clutch replacement is a big job "Changing the clutch takes over six hours, costs around £900 and involves moving both the gearbox and the transfer box containing the centre diff" — and the flywheel should be changed with it, "because the whole lot comes as a balanced assembly".
- A disconnected AYC light hides a failing differential "The Active Yaw Control warning light must illuminate when the ignition is turned on and go out after a few seconds. If it doesn't, it might have been disconnected to hide a problem." "A new diff is hugely expensive."
- Tuned cars carry more engine risk "Engines tuned with remaps and higher boost pressures are more likely to blow a head gasket or damage pistons."
- Noisy hydraulic tappets on neglected cars "Lack of frequent oil changes is the usual reason, causing blockages in the oilways and air to stay trapped in the tappets."
- Hard-driven cars hide accident damage "Evos tend to be driven fast so don't discount the possibility of accident damage."
Who Should NOT Buy This
- Buyers who would accept a car whose AYC light does not illuminate at ignition — "it might have been disconnected to hide a problem"
- Buyers who cannot absorb a clutch job that "takes over six hours" and moves both the gearbox and the transfer box
- Buyers drawn to a heavily remapped car: "engines tuned with remaps and higher boost pressures are more likely to blow a head gasket or damage pistons"
- Buyers who will not check "all the panel gaps for consistency and the inner wings and boot floor for ripples" on a car that has probably been driven hard
- Buyers who want an automatic and expect the full system set — the 2002 GT-A was "the first automatic transmission model in the Lancer Evolution series", a "two-pedal Evolution" rated at 272 PS
Common Issues & Solutions
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| Noisy hydraulic tappets | "One possible problem is noisy hydraulic tappets which can take a while to quieten down if the engine hasn't been run for a few days. Lack of frequent oil changes is the usual reason, causing blockages in the oilways and air to stay trapped in the tappets." | "New oil and regular use usually fixes the problem, but replacing the tappets is quite easy." | Oil service first; tappet replacement is described as straightforward. |
| Head gasket or piston damage on tuned cars | "Engines tuned with remaps and higher boost pressures are more likely to blow a head gasket or damage pistons." | "Check for untoward blue smoke or, when fully warmed up, steam. Blue smoke can also result from failed turbo seals or, worse, bearings." Note that "black smoke on hard acceleration is normal; Evos tend to run very rich under load." | Get a written estimate for a compression and leak-down test before purchase. |
| Worn clutch from launches | "If the car has been 'launched' regularly the clutch could be very badly worn, and it will probably judder even if it hasn't started to slip." | "If it has been changed, the flywheel should have been changed at the same time because the whole lot comes as a balanced assembly." | "Changing the clutch takes over six hours, costs around £900 and involves moving both the gearbox and the transfer box containing the centre diff." |
| Rear differential and AYC trouble | "Groans when turning tightly left or right point to trouble in the rear differential and its AYC." | "If the warning light comes on and the diff appears to be functioning properly, a new AYC pressure switch could well fix it." | "A new diff is hugely expensive" — price the switch first, the differential second. |
| Leaking struts and warped front discs | "The suspension is robust, as you would expect in a rally-bred car, but check for leaking struts and dampers and listen out for clonks and groans. The front brake discs can warp if used very hard." | Inspect the struts and drive the car hard enough to feel brake vibration; "disc and pad upgrades abound". | Get a written estimate for struts and front discs. |
| Concealed accident damage | "Evos tend to be driven fast so don't discount the possibility of accident damage." | "Check all the panel gaps for consistency and the inner wings and boot floor for ripples. If you're considering a grey import, check underneath for signs of rust." | Budget an independent pre-purchase inspection on a lift. |
Differences between JDM & USDM
CT9A is the generation where Mitsubishi finally brought the Evolution to North America: Hagerty notes Mitsubishi "only federalized the later Evo VIII for North America", so a US-market car from this generation exists, while Evolution VII and Evolution IX cars in the US are imports. The Japanese cars set the technical pattern. The Evolution VII of February 2001 was "based on the Lancer Cedia that had undergone a full model change in May 2000" and introduced "an Active Center Differential (ACD) with electronically controlled hydraulic multi-plate clutch". The Evolution VIII of January 2003 added "a class-topping 40.0 kg-m of torque" and "Super-AYC (Active Yaw Control) that doubled the amount of torque which could be transferred between the rear wheels", and its February 2004 MR trim was "the first production model to use an aluminum roof panel and sporting Bilstein shock absorbers". The Evolution IX of March 2005 brought MIVEC and a titanium-magnesium turbocharger, with an MR from August 2006 "sporting Eibach coil springs and a turbocharger using a titanium alloy turbine wheel and aluminum alloy compressor wheel". For any Japanese-market car, import eligibility runs on 49 CFR 591.5's condition that "the vehicle is 25 or more years old".
Pre-Purchase Inspection Checklist
Critical Priority
High Priority
Medium Priority
Generation History
Evo VII (CT9A) (2001-2003)
- Larger platform; more refinement
- More torque; better daily usability
- Often cheaper entry to CT9A era
Evo VIII (CT9A) (2003-2005)
- First major **USDM** Evo (2003)
- Huge aftermarket; track-day staple
- MR trim adds Bilstein + light wheels
Evo IX (CT9A) (2005-2007)
- **MIVEC** 4G63; best-spooling CT9A
- Highly desired; strong resale
- MR/SE trims lead pricing
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| Lancer Evolution VII (CT9A) | 2001-2003 | ~20,000 (estimated) | Estimated; includes GT-A |
| Lancer Evolution VIII (CT9A) | 2003-2005 | ~30,000 (estimated) | Estimated; includes global expansion |
| Lancer Evolution IX (CT9A) | 2005-2007 | ~25,000 (estimated) | Estimated; includes wagon production |
Rarest variant: Evo VIII FQ-400
Motorsport Heritage
| Series | Years | Result | Car | Driver |
|---|---|---|---|---|
| World Rally Championship (WRC) | 1996–2005 | 3× Manufacturers' Championship; Tommi Mäkinen 4× Drivers' Champion | Lancer Evolution IV–VIII WRC | Tommi Mäkinen / Richard Burns / Markko Märtin |
| Asia Pacific Rally Championship | 1996–2002 | Multiple class and overall wins | Lancer Evolution WRC | — |
Sources: FIA WRC official records, APRC records
How It Compares
| Feature | CT9A | Nissan Skyline GT-R R34 | Mazda RX-7 FD3S |
|---|---|---|---|
| Layout/traction | AWD, active diffs (many) | RWD, LSD | RWD, LSD |
| Engine family | 4G63T (I-IX) / 4B11T (X) | RB26DETT 2.6 I6TT | 13B-REW 1.3 RTT |
| Stock power (JDM) | 276 hp (gentlemen's agr.) | 276 hp (rated) | 255-280 hp (market) |
| Tuning headroom | High; 350-450whp common | High; costly but strong | High; heat/rotary limits |
| Handling character | Pointy, adjustable, AWD rotate | Stable, heavy, high grip | Light, oversteer-prone |
| Reliability baseline | Good if stock & maintained | Good but parts pricey | Sensitive; vacuum/heat issues |
| Maintenance pain points | AYC/ACD, belts, boost leaks | ATTESA, turbos, rust | Cooling, apex seals, twins |
| Practicality | 4-door sedan; usable rear seat | 2-door; small rear seat | 2-seat/2+2 tight; low cargo |
| Collector premium drivers | Evo VI TME, IX MR, X FE | V-Spec II Nür, M-Spec Nür | Spirit R, Type RZ |
| US availability | USDM VIII/IX/X; earlier import | R34 legal by year; costly | USDM available 1993-1995 |
| Direct USDM rival | Evo VIII/IX/X | AWD turbo; 2.5 EJ | AWD turbo; 2.5 EJ |
| Steering feel | Sharper, more immediate | Good but less razor-edged | Heavier; more insulated |
| Drivetrain tech | AYC/ACD; SST on X | DCCD center diff | DCCD; SI-Drive |
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
CT9A is the Evolution's long middle. The Evolution VII "came to market in February 2001 in a full makeover and now based on the Lancer Cedia that had undergone a full model change in May 2000", with "a longer wheelbase, wider track and larger wheels" and, crucially, "an Active Center Differential (ACD) with electronically controlled hydraulic multi-plate clutch" in place of the old viscous unit. Integrated control means "ACD provides better traction when accelerating out of a corner while AYC enhances steering response and grip through corners".
The Evolution VIII of January 2003 is the torque car: "a class-topping 40.0 kg-m of torque", "uprating the aluminum pistons and forged steel con rods" underneath it, a close-ratio six-speed, and "Super-AYC (Active Yaw Control) that doubled the amount of torque which could be transferred between the rear wheels". From February 2004 the MR added "an aluminum roof panel" and "Bilstein shock absorbers". The Evolution IX of March 2005 then became "the first model in the series to be powered by a turbocharged engine using Mitsubishi's MIVEC variable valve timing technology in the intake system", on "a titanium-magnesium turbocharger".
On a used car, three checks decide it. First the AYC: "the Active Yaw Control warning light must illuminate when the ignition is turned on and go out after a few seconds. If it doesn't, it might have been disconnected to hide a problem." Then turn tightly both ways — "groans when turning tightly left or right point to trouble in the rear differential and its AYC", and "a new diff is hugely expensive", though "a new AYC pressure switch could well fix it" if the light behaves. Third, the clutch: a launched car's "could be very badly worn, and it will probably judder even if it hasn't started to slip", and "changing the clutch takes over six hours, costs around £900 and involves moving both the gearbox and the transfer box containing the centre diff".
The engine is the reassuring part — "despite being highly stressed, the Evo engine has proved durable" — with two caveats. Neglected cars get "noisy hydraulic tappets" from "lack of frequent oil changes", usually fixed by "new oil and regular use". And tuned cars are riskier: "engines tuned with remaps and higher boost pressures are more likely to blow a head gasket or damage pistons", so "check for untoward blue smoke or, when fully warmed up, steam", while remembering "black smoke on hard acceleration is normal". Finally, look at the shell: "check all the panel gaps for consistency and the inner wings and boot floor for ripples".
Frequently Asked Questions
- Why do three Evolutions share the CT9A code?
- They are successive updates of one platform. The Evolution VII "came to market in February 2001 in a full makeover and now based on the Lancer Cedia that had undergone a full model change in May 2000"; the Evolution VIII launched "in January 2003"; the Evolution IX launched "in March 2005".
- What is ACD, and how is it different from what came before?
- "An Active Center Differential (ACD) with electronically controlled hydraulic multi-plate clutch replaced the previous viscous coupling unit-type center differential." It runs with AYC under integrated control, so "ACD provides better traction when accelerating out of a corner while AYC enhances steering response and grip through corners".
- What did the 2003 car add?
- "Optimization supercharging characteristics saw the 4G63 2.0L intercooled turbo engine generate a class-topping 40.0 kg-m of torque", with "uprating the aluminum pistons and forged steel con rods" for durability, a six-speed close-ratio gearbox, and "Super-AYC (Active Yaw Control) that doubled the amount of torque which could be transferred between the rear wheels".
- What makes the 2005 car different?
- It was "the first model in the series to be powered by a turbocharged engine using Mitsubishi's MIVEC variable valve timing technology in the intake system and used a titanium-magnesium turbocharger". A new GT trim "combined the creature comforts of the GSR with the driveline from the RS".
- Was there ever an automatic?
- Yes. In February 2002 Mitsubishi added "the GT-A, the first automatic transmission model in the Lancer Evolution series" — "labeled the 'two-pedal Evolution,' it was powered by a 272 PS 4G63 engine mated to the INVECS-II Sport Mode 5-speed automatic gearbox".
- What is the single most important check?
- The AYC light. "The Active Yaw Control warning light must illuminate when the ignition is turned on and go out after a few seconds. If it doesn't, it might have been disconnected to hide a problem."
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: