You know that feeling when a legend finally steps off the stage? It’s usually messy. There’s too much hype, or the performance doesn’t quite live up to the badge. But when the Mitsubishi Lancer Evo Final Edition rolled off the line, it felt different. It was a funeral and a celebration all wrapped in one turbocharged, all-wheel-drive package.
Honestly, it’s been about a decade since the last one hit the streets, and the car world hasn't really filled that void.
People keep talking about a comeback. You’ve probably seen the "leaks" or the 2026 renderings floating around YouTube. But the reality is that the Final Edition was the hard stop. It was the "thank you and goodbye" to a rally-bred legacy that started way back in 1992.
What actually makes it "Final"?
Most people think a special edition is just some stickers and a fancy paint job. Mitsubishi did a bit more than that, though they did catch some flak for what they left out.
First off, the power. The US-spec Mitsubishi Lancer Evo Final Edition got a bump to 303 horsepower. That’s up from the standard GSR’s 291. Is 12 horsepower life-changing? Probably not. But the torque jumped to 305 lb-ft, and they used sodium-filled exhaust valves to help with heat. It was basically the most refined version of the 4B11T engine they ever made.
But here’s the kicker. They killed the Recaro seats.
If you ask any Evo purist, that was a huge mistake. Because of side-airbag regulations at the time, Mitsubishi swapped the iconic, body-hugging Recaros for standard Lancer "sport" seats with red stitching. It’s a bit of a sore spot for collectors. You’re sitting in this world-class performance machine, but the seats feel kinda... commuter-ish.
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The hardware that actually matters
Underneath that black-painted aluminum roof, the car was still a weapon. They didn't just raid the parts bin; they picked the best stuff.
- Bilstein shocks and Eibach springs: This setup made the car feel more planted than the base GSR. It was stiff, yeah, but it had that "tucked in" feeling through corners.
- Brembo brakes: Two-piece rotors up front. If you've ever tried to stop 3,500 pounds of Japanese steel in a hurry, you know why these were necessary.
- The S-AWC System: This is the magic sauce. The Super All-Wheel Control handles the Active Center Differential (ACD) and Active Yaw Control (AYC). Basically, it uses sensors to figure out which wheel needs power so you don't end up in a ditch when you overcook a turn.
Only 1,600 of these were made for the US market. Each one has a little numbered plaque near the gear shifter. Seeing "US0001" or "US1600" is like looking at a piece of history.
Why did they stop?
It’s the question that still makes enthusiasts mad. Why kill a car with this much soul?
Basically, the world changed. By 2015, everyone wanted crossovers. Mitsubishi looked at the books and realized that developing a XI (eleven) would cost a fortune they didn't have. They decided to pivot toward EVs and SUVs. It was a business move, sure, but it felt like a betrayal to the guys who grew up watching Tommi Mäkinen slide these things through the mud.
The Evo X was already a bit of a departure. It was heavier and more "civilized" than the raw, vibrating Evo IX. Some people hated the move to the 4B11 aluminum block after years of the iron-block 4G63. But the Final Edition proved that the new platform could still dance.
Driving one today
If you’re lucky enough to find a clean, unmolested Final Edition in 2026, expect to pay a premium. These aren't $38,000 cars anymore. They’ve become "investment" vehicles, which is kinda sad because they were built to be driven hard.
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The five-speed manual is notchier than you’d expect. It’s not smooth like a Civic Type R. It’s mechanical. You feel every gear engage. And that 4B11 engine? It’s got a bit of lag, but once that turbo hits around 3,500 RPM, the car just lunges.
It’s loud, too. The sound insulation is basically non-existent. You hear the pebbles hitting the wheel wells and the hum of the drivetrain. For some, that's a dealbreaker. For us? That's the whole point.
What most people get wrong
There’s this myth that the Final Edition is the "fastest" Evo ever.
In a straight line? Maybe, among stock US models. But in the UK, they had the FQ-440 MR, which had—you guessed it—440 horsepower. The Final Edition was never about being the most powerful. It was about being the most balanced version of the X.
It was the version where they finally got the suspension right for the street. It was the version that looked the best, with those dark chrome Enkei wheels and the gloss black bumper accents.
Actionable insights for buyers and owners
If you’re looking to pick one up or you’ve got one sitting in the garage, here’s the reality of living with a Mitsubishi Lancer Evo Final Edition long-term:
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1. Watch the AYC Pump
The Active Yaw Control pump is notorious for failing, especially in places where they salt the roads. It’s located in a spot that gets sprayed with road grime. If you're buying one, check the dash for the dreaded "Service 4WD System" light. Many owners relocate the pump to the trunk to keep it dry.
2. Don't go crazy with the tune
The 4B11T is strong, but the Final Edition is already pushed a bit from the factory. If you start chasing 500 horsepower, you’re going to need to beef up the internals. Stick to a solid "Stage 1" or "Stage 2" setup if you want it to last another decade.
3. Check the fluids... constantly
This isn't a Camry. The ACD, the diffs, and the transmission all need fresh fluids more often than you think. If the previous owner can't show you a stack of maintenance records, walk away.
4. The Seat Swap
If the lack of Recaros bothers you, it’s a common mod to swap in the seats from an older Evo X or even a JDM model. Just keep the originals in the plastic in your garage—collectors will want them when you eventually sell.
The Mitsubishi Lancer Evo Final Edition wasn't just a car. It was the end of a specific type of Japanese performance—raw, slightly unrefined, and incredibly capable. As we move deeper into the era of silent electric motors and "drive-by-wire" everything, the mechanical soul of the Final Edition only feels more special. It’s not just a sedan; it’s the last of its kind.