Chassis Code Explained
| Segment | Meaning | Detail |
|---|---|---|
| C | Body platform | C-segment compact (Lancer) |
| Z | AWD/transmission code | New S-AWC + optional twin-clutch SST |
| 4 | Engine family | 4B11T (new aluminum block, replaces 4G63T) |
| A | Variant | High-performance Evolution variant |
CZ4A is exclusive to Evolution X (October 2007 to April 2016). The 4 segment marks the engine family transition — 4B11T replaced the 4G63T that ran through Evo I–IX. CZ4A also introduces Super All-Wheel Control (S-AWC) integrating AYC, ACD, ABS, and active stability control.
Key Takeaways
- Launched October 2007 with "a brand new platform, engine and design as a new-generation"
- The 4B11T swapped the old iron block for aluminium, "chopping 12kg out of the weight", and uses "a chain rather than a belt for the timing"
- TC-SST is a "6-speed automated manual transmission incorporating a dual automated clutch system"; the default gearbox is a five-speed manual
- S-AWC on the GSR gathers Active Yaw Control, an active centre differential and the stability systems under one controller
- The ACD/AYC pump "could fail due to corrosion to the housing and gasket" — Mitsubishi "extended the warranty on it to 10 years/100,000 miles in the US"
- The Final Edition of April 2015 ran to "a limited series of 1,000 units" at 313PS
Technical Specifications
Engine Options
| Chassis | Engine | Displacement | Power — JDM | Notes |
|---|---|---|---|---|
| CZ4A (Evo X) | 4B11T | 2.0L | 280 PS @ 6500rpm (estimated) | JDM nominal; US 291-303hp variants |
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 |
This chassis will become eligible for US import under the 25-year rule in 2032. Calculate import costs →
Variants & Trims
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| Lancer Evolution X (CZ4A, 2007-2016) | GSR | 4B11T 2.0L I4 Turbo | AWD, S-AWC, ACD/AYC, 5MT, Brembo, Recaro |
| Lancer Evolution X (CZ4A, 2007-2016) | MR | 4B11T 2.0L I4 Turbo | AWD, S-AWC, TC-SST, Bilstein/Eibach, BBS, Recaro |
| Lancer Evolution X (CZ4A, 2007-2016) | RS (JDM/limited markets) | 4B11T 2.0L I4 Turbo | AWD, S-AWC, 5MT, lighter spec, steel wheels, minimal |
| Lancer Evolution X (CZ4A, 2007-2016) | Final Edition (US) | 4B11T 2.0L I4 Turbo | AWD, 5MT, 303hp tune, Bilstein, BBS, numbered |
| Lancer Evolution X (CZ4A, 2007-2016) | FQ-300 (UK) | 4B11T 2.0L I4 Turbo | AWD, higher output tune, 5MT/TC-SST, market-specific |
| Lancer Evolution X (CZ4A, 2007-2016) | FQ-330 (UK) | 4B11T 2.0L I4 Turbo | AWD, higher output tune, 5MT/TC-SST, market-specific |
| Lancer Evolution X (CZ4A, 2007-2016) | FQ-360 (UK) | 4B11T 2.0L I4 Turbo | AWD, higher output tune, 5MT/TC-SST, market-specific |
| Lancer Evolution X (CZ4A, 2007-2016) | FQ-400 (UK) | 4B11T 2.0L I4 Turbo | AWD, 400PS tune, uprated turbo/fuel, limited |
Should You Buy a Mitsubishi Lancer Evolution CZ4A?
Why You'll Love It
- A genuinely new car, not a reskin Mitsubishi launched it "with a brand new platform, engine and design as a new-generation", aiming "to make the car as fast as possible, while also making it as safe to drive as possible".
- A lighter, chain-driven engine The 4B11T has "an aluminium block in place of the old cast iron one, chopping 12kg out of the weight", sits "10 per cent lower", is "a 'square' 86mm bore and stroke design", and has "a chain rather than a belt for the timing".
- Twin-clutch option "The newly developed power-efficient Twin Clutch Sport Shift Transmission (TC-SST) was a 6-speed automated manual transmission incorporating a dual automated clutch system to deliver lightning-fast" shifting.
- S-AWC pulls the systems together "Gathered under the S-AWC (Super All-Wheel Control) umbrella were Active Yaw Control, an active centre differential and more, on top of all the usual stability and anti-lock braking controls."
- Reliable when it has been cared for "Overall the Evo X should be very reliable so long as whatever punishment you dish out to it is mirrored by an appropriately high degree of care."
Why You Might Not
- The ACD/AYC pump is the expensive one The pump "could fail due to corrosion to the housing and gasket", and "at least one British owner was faced with a £3,500 bill for a new OE pump on an out-of-warranty car".
- Twin-clutch gearboxes wear "By definition these cars were used hard, and the Borg Warner SST gearbox could develop faults. Premature clutch wear evidenced by excessive slipping when cold could mean a replacement box."
- Rustproofing was not a strong point "The paint quality and the rustproofing generally weren't that brilliant", and "factory-applied underseal wasn't up to the task".
- Variant sprawl "When you factor in all the spec-twiddling that Mitsubishi did to the car in all its different markets around the world you end up with a lot of variants to choose from."
- The wing costs you rear vision "All Xs had that big rear wing too. This enhanced the car's aero performance but only at the expense of poor rear vision."
Who Should NOT Buy This
- Buyers who will not check the ACD/AYC pump — it "could fail due to corrosion to the housing and gasket" and replacement is the single biggest bill on the car
- Buyers of a twin-clutch car who cannot absorb a gearbox replacement: "premature clutch wear evidenced by excessive slipping when cold could mean a replacement box"
- Buyers who skip fluid services — the ACD and AYC clutch-pack fluids "should be changed every 30,000 miles, or every 15,000 if you're a heavy-duty user"
- Buyers in salty climates who will not add protection: "the paint quality and the rustproofing generally weren't that brilliant"
- Buyers who need good rear visibility: "all Xs had that big rear wing", at "the expense of poor rear vision"
Common Issues & Solutions
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| ACD/AYC pump corrosion failure | The pump "was located in a more vulnerable spot than in previous Evos" and "could fail due to corrosion to the housing and gasket". | Confirm the pump's history. Mitsubishi "extended the warranty on it to 10 years/100,000 miles in the US"; specialists "will refurbish them for a lot less" than a new unit. | "At least one British owner was faced with a £3,500 bill for a new OE pump on an out-of-warranty car"; refurbishment is quoted at "around £500". |
| Fuel pump relay causing lean running | "Fuel pump relay is a weak point, causing lean running", and "non-upgraded fuel pump relays can lead to the engine running lean". | "Mitsubishi recommends swapping the original black unit for an upgraded blue item." "Preventative replacement of that is a no-brainer at £20 or so." | Around £20 for the part — the cheapest meaningful job on the car. |
| Popped vacuum return hose mistaken for a MAF fault | "The clip-free vacuum return hose to the fuel pressure regulator is known for popping off. This is often mis-diagnosed as MAF failure." | "A cable tie mends it." Check the hose before condemning a sensor — though "mass air flow (MAF) sensors are an Evo X weak spot" in their own right, with "irregular idling, poor economy and jerky acceleration" as symptoms. | A cable tie, or a careful clean of the MAF contact strip. |
| Timing chain stretch on earlier cars | "Timing chain on pre-2011 cars can stretch"; "timing chain stretch could be an issue but keeping on top of the oil changes helped to fend that off". | "Replace for peace of mind" on a pre-2011 car, and check the oil-change history. | Get a written estimate for a timing chain replacement on a pre-2011 car. |
| SST twin-clutch wear and manual selector forks | "Premature clutch wear evidenced by excessive slipping when cold could mean a replacement box" on TC-SST cars. On manuals, "even-numbered gears disappearing entirely along with reverse" is "usually be a selector fork problem". | Drive a twin-clutch car from cold and feel for slip; on a manual, select every gear including reverse. A billet selector-fork upgrade exists "for under £400 or so". | Gearbox replacement on an SST car is the worst case; the manual's selector fork fix is under £400. |
| Clutch master cylinder failure | "The stock clutch master cylinder became famous for failing." | Check pedal feel and look for fluid loss. | "They're about £350 apiece." |
| Front damper bearing knock | "Knocking from the front end is a common issue; worn front damper bearings are the usual culprit." | Listen over broken surfaces and at full lock, and have the alignment checked by a specialist afterwards. | "Budget around £450 for replacements, with fitting." |
| Cracked exhaust manifold | "Poorly cast exhaust manifolds could develop hairline cracks." | Inspect the manifold and listen for a ticking exhaust leak from cold. | Get a written estimate for a manifold replacement. |
Differences between JDM & USDM
Unlike the earlier cars, this generation was sold new in North America, so a US buyer has a choice between a domestic car and an import — and the choice has a warranty consequence. On the ACD/AYC pump, which "could fail due to corrosion to the housing and gasket", Mitsubishi "acknowledged this was a problem and the company extended the warranty on it to 10 years/100,000 miles in the US, but it was left at 5 years in the UK". Specification also varied widely by market: "power outputs varied according to the market", and PistonHeads warns that "when you factor in all the spec-twiddling that Mitsubishi did to the car in all its different markets around the world you end up with a lot of variants to choose from" — the UK's FQ-badged cars are a separate range from the Japanese GSR and RS models. The mechanical package is common ground: an aluminium-block 4B11T with "a chain rather than a belt for the timing", the optional "Twin Clutch Sport Shift Transmission (TC-SST)", and S-AWC on GSR trim. Whatever the market, confirm which variant is in front of you before comparing prices.
Pre-Purchase Inspection Checklist
Critical Priority
High Priority
Medium Priority
Generation History
Evo X (CZ4A) (2007-2016)
- 4B11T; stiffer chassis; modern safety
- SST dual-clutch option; ACD/AYC evolved
- Final Evo; MR/Final Edition premiums
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| Lancer Evolution X (CZ4A) | 2007-2016 | ~70,000 (estimated) | Estimated; longest run; many markets |
How It Compares
| Feature | CZ4A | 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
The Evolution X was a clean-sheet car. Mitsubishi launched it in October 2007 "with a brand new platform, engine and design as a new-generation", built around "a new aluminum-block 2.0L MIVEC engine with intercooled turbocharging" and "a brand-new and more rigid body and stiffer suspension". PistonHeads adds the detail: the 4B11T has "an aluminium block in place of the old cast iron one, chopping 12kg out of the weight", sits "10 per cent lower", is "a 'square' 86mm bore and stroke design", and runs "a chain rather than a belt for the timing". Transmission is a five-speed manual or "the newly developed power-efficient Twin Clutch Sport Shift Transmission (TC-SST)", and GSR cars carry S-AWC, under which "were Active Yaw Control, an active centre differential and more".
Three things decide whether a specific car is a good buy. The first is the ACD/AYC pump, which "was located in a more vulnerable spot than in previous Evos" and "could fail due to corrosion to the housing and gasket". Mitsubishi "extended the warranty on it to 10 years/100,000 miles in the US, but it was left at 5 years in the UK", and out of warranty "at least one British owner was faced with a £3,500 bill" — though specialists "will refurbish them for a lot less than that (around £500)". The second is the gearbox: on twin-clutch cars, "premature clutch wear evidenced by excessive slipping when cold could mean a replacement box", so drive one from cold. On a manual, select every gear and reverse, because "even-numbered gears disappearing entirely along with reverse" is "usually be a selector fork problem".
The third is the cheap stuff that gets ignored. "Fuel pump relay is a weak point, causing lean running" and "Mitsubishi recommends swapping the original black unit for an upgraded blue item" — "a no-brainer at £20 or so". "The clip-free vacuum return hose to the fuel pressure regulator is known for popping off. This is often mis-diagnosed as MAF failure", and "a cable tie mends it". Front-end knocking is usually "worn front damper bearings", at "around £450 for replacements, with fitting".
Then look at the shell and the paperwork. "A thorough inspection of the front chassis legs and boot floor is an absolute must – previous impacts could have been carefully concealed", and "factory-applied underseal wasn't up to the task" on a car whose "paint quality and the rustproofing generally weren't that brilliant". The ACD and AYC fluids "should be changed every 30,000 miles, or every 15,000 if you're a heavy-duty user". Get that right and the verdict is straightforward: "overall the Evo X should be very reliable so long as whatever punishment you dish out to it is mirrored by an appropriately high degree of care."
Frequently Asked Questions
- What changed for the Evolution X?
- Everything structural. Mitsubishi launched it in October 2007 "with a brand new platform, engine and design as a new-generation", with "a new aluminum-block 2.0L MIVEC engine with intercooled turbocharging" and "a brand-new and more rigid body and stiffer suspension".
- Manual or twin-clutch?
- The default is a five-speed manual; the option is "the newly developed power-efficient Twin Clutch Sport Shift Transmission (TC-SST)", a "6-speed automated manual transmission incorporating a dual automated clutch system". The twin-clutch adds a gear and a better shift action, but it is also the box that "could develop faults".
- What is the most expensive thing that goes wrong?
- The ACD/AYC pump. It "could fail due to corrosion to the housing and gasket", and while Mitsubishi "extended the warranty on it to 10 years/100,000 miles in the US", an out-of-warranty replacement has cost an owner "£3,500".
- How often does it need servicing?
- Sources differ. PistonHeads reports factory intervals "reasonably far apart at 10,000 miles, once you've done the first oil change at 1,000 miles"; Autocar's buying guide recommends "an oil and filter change every 4500 miles or six months under normal use, more often if you like track days". The ACD and AYC fluids "should be changed every 30,000 miles, or every 15,000 if you're a heavy-duty user".
- Is the engine bay full of cheap fixes or expensive ones?
- Both. The relay is "£20 or so", the vacuum return hose takes "a cable tie", and front damper bearings are "around £450 for replacements, with fitting" — but the pump and the twin-clutch gearbox are the bills that matter.
- What was the last one?
- "In April 2015, the Lancer Evolution Final Edition special version was launched in a limited series of 1,000 units", based on the GSR five-speed manual, with output raised "to 313PS".
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: