Unfamiliar Mitsubishi Evolution 8 Base Model Equipped with Steel Wheels, Abundant Sidewalls, and Devoid of Air Conditioning

Fortuitously, the United States was fortunate enough to receive three iterations of the Evo before the model became extinct. However, there existed a particular version that demonstrated Mitsubishi’s past inclination towards offering customers the opportunity to possess an economical, swift automobile: the agile Mitsibushi Lancer Evolution RS.

The Rally Sport (RS) variant was a motorsport-centered edition of the Evo. It was barebones, lightweight, and functioned as a foundation that individuals or racing teams could acquire to commence the metamorphosis into a bona fide race car seamlessly. Remarkably, the RS version accompanied the Lancer Evolution throughout its lineage from its inception, indicating that the automaker was vending RS-clad Evos long before contemplating selling the sedan on American terrain.

Prior to delving into dissecting this impressive specimen, it merits mentioning that the United States technically received an RS variant for the Evolution—for the Evo 8 between 2004 and 2005, and the Evo 9 solely for the 2006 model year. While the U.S. edition had numerous amenities eschewed in favor of reduced costs and a more analogue driving encounter, Japan truly obtained the superior end of the bargain, and that is the Evo we will be elaborating on today.

Aesthetically, the Evolution 8 RS appears nearly identical to any other Evo, albeit sporting winter tires. Granted, steel rims always exude a sense of coolness, but to the untrained eye, they unmistakably shout base model Lancer rather than performance-enhanced Evo. If not for the unpainted door handles and mirror caps, pointing this out in passing would pose a challenge.

The RS was equipped from the factory with these 15-inch steel wheels, riding on 205/65R15 tires with generous sidewalls. Customers also had the choice of opting for the Enkei-branded 17-inch GSR wheels. Remember, Mitsubishi’s target clientele were motorsport enthusiasts likely to swap out the wheels anyway.

Upon seating oneself in the standard “Sports” seat instead of the Recaro that typically accompanied the Evolution 8 GSR, cost-cutting measures became immediately apparent. Standard features included manual windows, manual locks, manual mirrors, lack of air conditioning, absence of an interior trunk release, absence of a radio (although the wiring harness and speaker mounts were installed in case the owner desired a modification), and much more (less?). A solitary sun visor remained for the driver, albeit the vanity mirror was omitted.

Practically everything that was omitted contributed to a reduction in the vehicle’s overall weight. Even the fuel tank of the Evo 8 RS was downsized by 1.3 gallons, aiding in shedding unnecessary bulk. The base RS tipped the scales at a mere 2,910 pounds, signifying that 192 pounds of additional equipment were eliminated when compared to the top-tier GSR. This also translated to hearing every pebble kicked up from the road due to the lack of sound insulation, which Mitsubishi asserts saved roughly 44 pounds alone.

The physical decorations are also intriguing for the Japan-focused RS variant.

Mitsubishi presented the RS in two model designations. The most basic model was the SNDFZ, which was furnished with a five-speed manual gearbox. Mitsubishi also provided the RS with a six-speed manual transmission and additional enhancements in performance, identified as SJDFZ. For ease of reference, we will label them based on the transmission integrated with the model: RS 5M/T and RS 6M/T.

Some significant distinctions involved factory-installed Brembo brakes that were an optional enhancement on the RS 5M/T but standard on the RS 6M/T. Additionally, the 17-inch Enkei wheels mentioned earlier? The RS 6M/T acquired those as stock components, along with a front cross member brace.

Both RS vehicles were provided with Mitsubishi’s Active Center Differential as standard equipment; however, the Active Yaw Control system—which regulated torque distribution between the rear wheels—was an optional feature on both versions, alongside anti-lock brakes. Both were standard on the more user-oriented GSR trim.

By the way, Mitsubishi informed The Drive that the RS 5M/T was crafted to be better tailored for rally usage from the start, while the RS 6M/T was purposed for circuit application. According to the original Japanese press release provided by the automaker, Mitsubishi emphasized RS-trimmed cars as vehicles reliant on driver skill rather than electronic aids.

When initially launched in 2004, Mitsubishi priced the RS at approximately $25,000 (2,740,000 Yen). Presently, that would roughly equal $36,600, still nearly $10,000 less than the pricing of the GSR back then, accounting for inflation. For regular consumers, eliminating the most fundamental options would pose a challenge, but for racing teams? Saving ten thousand dollars in addition to the labor involved in removing unnecessary equipment makes a substantial difference.