Lancer Evolution Final Edition

Mitsubishi built the Lancer Evolution Final Edition (CZ4A) from 2015. The 1,000-car Japanese Final Edition closed Mitsubishi’s Lancer Evolution road-car line with its highest domestic factory output. Its four-door performance saloon form and final rally-derived performance saloon purpose locate it within a specific chapter of the marque’s performance history.

The focus here is the 2015 Japan-market Lancer Evolution Final Edition CZ4A, excluding ordinary Evolution X models and the separate 303 hp, 1,600-car US Final Edition. That scope is important: familiar badges can cover several engines, markets and model years, while road cars and competition derivatives may share a name without sharing a usable technical specification.

The mechanical centre is the 4B11 2.0 L MIVEC turbo inline-four, a 1,998 cc turbocharged inline-4. The period specification represented here is 230 kW (313 PS) and 429 Nm. Those figures stay attached to this configuration rather than blending regional tunes or later revisions.

The Japanese Final Edition used a 313 PS 4B11, five-speed manual and S-AWC in a 1,000-car GSR-based closing series The installation is transverse front engine, s-awc all-wheel drive, working through a 5-speed manual. That combination determines throttle response, traction and the path by which induction, combustion and transmission sound reach the cabin and roadside.

Useful listening markers include turbocharged 4B11 inline-four, MIVEC induction and boost, five-speed manual shifts, S-AWC driveline note. A genuine cold start records cranking, first combustion and the transition to a settled idle; a warm restart is a different event and should be labelled as such.

Under acceleration, microphone position and engine load reveal different layers. An engine-bay or cabin recording can expose induction and valvetrain detail, while an exterior pass gives more weight to exhaust, tyres, turbocharger or supercharger behaviour and the acoustic effect of speed.

The CZ4A identity also makes comparisons within the Lancer Evolution family meaningful. Closely related editions may differ in intake hardware, boost control, gearing, catalysts, silencers or mass, so their recordings should not be treated as interchangeable merely because the body shell looks similar.

Surviving examples frequently carry replacement exhausts, wheels, suspension or engine parts. Those cars can still make valuable contributions when the changes are documented; the archive simply needs to distinguish a modified survivor from an evidenced factory-stock reference.

The 2015 production period supplies another boundary for research. Manufacturers revised emissions calibrations, equipment and market availability during model runs, and historic output may appear in PS, kilowatts or regional horsepower standards. Keeping units and market context visible prevents false precision.

Body layout matters to sound as much as specification sheets suggest. The four-door performance saloon changes cabin volume, resonance and the listener’s distance from the powertrain. Engine position, driveline and body openings can therefore make related engines feel substantially different in use.

Period photographs establish design and historical context, but appearance alone cannot prove untouched mechanical condition. Originality should be described component by component, especially for intake, forced induction, catalysts, silencers, transmission and final-drive hardware that can alter performance and sound. Service records and dated photographs can make those distinctions clearer without asking readers to accept appearance as proof.

The Lancer Evolution Final Edition is therefore best understood as a connected mechanical identity: 4B11 2.0 L MIVEC turbo inline-four, 5-speed manual, all-wheel drive and the CZ4A boundary. Preserving those elements gives readers a useful story now and gives future community recordings an exact historical home.