Obviously, Mitsubishi have based the Lancer 2000 Turbo on their standard compact family sedan, the Lancer.

However, Mitsubishi Lancer 2000 Turbo cannot fairly be considered just as a hotted-up Lancer. The high-performance edition uses many reinforced, special duty or different components from the standard mode, and specifications are substantially dissimilar. The extent of the mechanical variations alone is indicated by the chart on pages 20 and 20, which compares 2000 Turbo with the top of the line regular Lancer - 1600 GSR; over forty performance-oriented variations are listed .

In terms of performance. efficiency. driveability. and even visual identity, Mitsubishi Lancer 2000 Turbo is a totally new model.

In this new car, Mitsubishi designers and engineers disclose much of the companies thinking about car development. It shows in the very thorough approach to extracting exceptional efficiency. It is reflected by the careful redevelopment of all relevant components to balance the greater demands placed on a high performance car. There is the great attention paid to ensuring that the power is fully matched by precisely responsive, surefooted handling and high inherent stability.

And all this engineering expertise is executed and packaged into a car where the detail finish, ease of driving and servicing, interior space, ride comfort, equipment and mechanical refinement including a remarkable level of silence can delight not just the high performance enthusiast, but any driver with the slightest response to an object of quality. Mitsubishi Lancer 2000 Turbo is an exercise in detail perfection, co-ordinated to create balanced overall efficiency.

In the early 1970's Mitsubishi saw in the newly introduced Lancer - a compact economical family sedan with:-

Working in conjunction with Mitsubishi Motors engineers. the Research and Development section of the associate company, Mitsubishi Heavy Industries Ltd., devised a substantially superior performing turbocharger. It introduces two main advantages:

The response from this new turbocharger begins building from very low revs. A modified camshaft is used to take advantage of this wide response spectrum by flattening the torque to widen the useful power range.

Turbocharging has enabled Mitsubishi to extract very high performance without the penalty of a large(and heavy) engine. The Lancer engine produces maxima of 170 ps/5500 rpm and 25kg-m/3500 rpm.

Three independent control mechanisms provide sophisticated regulation of turbocharger operation and pressure.

A waste gate, operated by excess turbo boost, allows some exhaust gas to bypass the turbine, so that turbo speed (and therefore inlet manifold pressure) can drop. Its control circuit includes a thermovalve and a supplementary pressure-sensing chamber, so that full boost cannot be obtained when engine temperature is below 40⁵c - this protects an inadequately warmed-up engine for prematurely applied full power.

For supplementary pressure release control, a spring-loaded relief valve allows excess manifold pressure to be bypassed back into the intake. The valve also operates an electric switch, so that the 'excess boost' indicator in the boost meter provides the driver with a warning signal. At the same time the boost sensor is sending signals to override the injection and liming electronic control systems,

Wastegate, pressure relief valve and electronic override - three separate safeguards against turbo malfunction, to protect the engine.

Located in the fuel tank is a very sophisticated fuel pump. Its electric motor rotates a roller vane impeller, so that the pressure pulses of electro-magnetic and mechanical pumps are eliminated. The resultant very even pressure supply aids accurate fuel measurement by the ECI system.

Jnjection control is optimally coordinated with the electronic ignition while an anti-knock system provides highly effective protection from pre-ignition by automatically delaying ignition timing as the onset of knocking approaches.

The knock sensor, positioned centrally on the underside of the inlet manifold, is a sealed piezoelectric element which uses the strain gauge principle to weight into an electric signal.

Potential rally and high performance applications were already in mind when the present standard Lancer was being developed, and therefore it has very generous reserves of structural strength.

For Lancer 2000 Turbo usc, therefore, the only modifications are those necessary to accommodate the front air dam , reshaped firewall and rear floor to accommodate special components, and reinforced (collision resistant) front doors.

Front - Lancer 2000 Turbo's front suspension retains the MacPherson strut layout of the standard, but uses specially modified springs with higher constant, sealed gas shock absorbers of increased capacity and substantially tighter control, and modified lower arms with a different lower ball joint shape.

Rear - Mitsubishi's much-praised 4 link assembly is used, along with a 1 piece rear axle, Wheel alignment is unusually precise regardless of driving conditions or cornering stresses - no camber variations to disturb consistent tyre adhesion, nor rear steering induced by a Panhard rod. Again, modified springs are used, and heavy duly sealed gas shock absorbers,

To ensure long-term reliability even under extended high-power, high-speed driving conditions, the entire drive line uses heavy duty components -

As with many high performance cars today, it was found by Mitsubishi that stock tyre designs failed to take full advantage of the car's true potential. Extensive research was therefore conducted into structures, rubbers and fabrics until a tyre characteristic was developed which effectively contributed to performance, handling response, stability and low road noise - and was proven to have an excellent life expectancy under enthusiastic driving conditions.

The standard Lancer 2000 Turbo specification includes this tyre type - Bridgestone 175178 HR 14. The wider, lower-profiled Yokohama 185165 HR 14 is similarly produced to this exclusive formula.

Lancer 2000 Turbo uses the newly introduced heavy duty steering box that hat appeared on the 1911 2 litre Galant and Sapporo. It is a variable ratio, recirculating ball unit with the cross shaft supported by three sets of bearings. The very low internal friction enhances feedback of road feel without transmitting excessive shock, and allows instant, precise response.

Front wheel geometry has been adapted to compensate for the emphasis on extended high speed running and the effects of the front air dam and special tyres. King pin inclination is increased; camber, castor and toe-in are reduced.

Large diameter ventilated discs on all 4 wheels, vacuum power-assistance, tandem master cylinders and separate front and rear hydraulics create the potential for consistently efficient, repeated high speed stops. The front air dam ducts air to aid cooling of the front discs.

There needed to be few changes to re-equip the standard Lancer for 2000 Turbo use. Already instruments are binnacled immediately below one a natural line of vision for driving, so that a brief eye movement covers them. In fact the large, clearly marked dials can be observed without actually looking away from the road, by using peripheral vision. The turbo pressure gauge with excess pressure warning light is ahead of the gear lever, on the floor console; otherwise all instruments are grouped closely, to fall within the rim of the steering wheel,

Controls - the multi-use levers for lights+wash/wipe, the stubby gear lever, the handbrake, and supplementary controls like ventilation and seat slide/recline adjusters, all have that typical Mitsubishi engineered feel, and feel conveniently, logically located, The special steering wheel has a thick, softly textured rim, very comfortable to hold; the gear lever knob is in the same urethane material,

The octagonal cross-sectioned body design that helps defect side winds also results in increased hip to shoulder space, and, although external dimensions are modest, Lancer 2000 Turbo has a full 5 adult capacity. Further space has been created by using recessed door trims and side-mounted front seat sliders doors make it an easy car to enter and leave. Deep, contoured high density urethane foam over special suspension springs results in seating that is both cushioning and supportive. Upholstery is in high quality velour, and under each front seat is a convenient slide-out oddments tray. Ventilation - flow through - is highly efficient and easily controllable. This is important, because at higher speeds an open window causes unpleasant buffeting noises. With the windows closed, the car's very clean aerodynamic lines help contribute to very peaceful progress, so that occupants can be comfortably unaware of the considerable distances being covered so quickly.

The healer has three advantages over those in many cars. It is an air-mix unit, providing instant response to adjustment and therefore making fine regulation very easy. Dual hi-level operation is possible, so that even the defrost mode cool air is available at face level, and the controls are clearly marked with obviously understandable symbols.

The deep. wide boot has special sliding hinges and ultra-shallow rear lamps so that obstructions to usable space are minimal.