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Short answer: On the Japanese-market 2006 Lancer Evolution IX, MR is an upgraded specification offered in both GSR and RS forms—not a replacement for the GSR/RS distinction. The MR package is defined chiefly by its Bilstein dampers, higher-rate Eibach coil springs, approximately 10 mm lower ride height, sportier Super AYC calibration and, in the GSR, a six-speed manual. The MR RS used a five-speed manual.
Exact equipment varies by country and model year. A period US specification confirms a six-speed close-ratio manual for an Evolution IX MR Edition, but the available factory evidence does not establish a complete US MR-versus-GSR equipment list.
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What the MR badge means on an Evolution IX
Mitsubishi introduced the Japanese-market Lancer Evolution IX MR GSR and MR RS on August 29, 2006. In that release, Mitsubishi explained that MR means Mitsubishi Racing and is reserved for the prominent sports model in its range. The same announcement makes an important distinction: MR is a specification level applied to both GSR and RS cars. It does not make every MR a GSR, and it does not erase the equipment and drivetrain differences between those two variants.
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The strongest primary evidence is Mitsubishi Motors Corporation’s Japanese launch announcement, reproduced by The Auto Channel. It establishes the mechanical changes listed below for the 2006 Japanese MR. It should not be used to assume that every export-market MR had the same wheels, roof, interior, lighting, audio equipment or other trim.
MR GSR, MR RS and other IX versions at a glance
| Specification | Japan-market MR GSR (2006) | Japan-market MR RS (2006) | US-market IX MR Edition evidence | Other GSR versions |
|---|---|---|---|---|
| Relationship to GSR/RS family | MR specification based on the GSR | MR specification based on the RS | Market-specific MR Edition; exact package requires the US factory specification | Equipment depends on market and model year |
| Manual transmission | Six-speed manual | Five-speed manual | Six-speed close-ratio manual listed on a period US specification page | Not stated in the evidence used here |
| Maximum output | 206 kW (280 PS) at 6,500 rpm | 206 kW (280 PS) at 6,500 rpm | Not stated in the cited period page | Not stated |
| Peak torque | 400 Nm at 3,000 rpm | 407 Nm at 3,000 rpm | Not stated | Not stated |
| Front/rear suspension hardware named by Mitsubishi | Flexible Eibach coil springs with higher rates than earlier models and Bilstein shock absorbers | Same MR hardware; the lower ride height was optional on RS | Not confirmed by the cited US page | Not stated |
| Ride height | Approximately 10 mm lower than earlier models | Approximately 10 mm lower when the MR suspension option is fitted | Not confirmed | Not stated |
| Super AYC | Sportier calibration; Mitsubishi says transferable rear-wheel drive power increased by approximately 10% | Same MR revision | Not confirmed | Not stated |
The figures in the first two columns are Mitsubishi’s Japan-market specifications and descriptions from 2006, not independent test results. The US column comes from a period specification page published August 11, 2005; it confirms the six-speed close-ratio manual but does not provide a complete MR-versus-GSR matrix. Treat every unlisted cell as unresolved rather than filling it with assumptions from another country.
Transmission: the clearest MR GSR-versus-MR RS difference
MR GSR: six-speed manual
Mitsubishi lists the Japanese MR GSR with a six-speed manual gearbox. The extra ratio gives the GSR a different spacing of gears from the MR RS and is part of the car’s identity, not an optional cosmetic package. The release does not provide individual gear ratios in the material available here, so claims about exact acceleration in each gear or highway rpm require a market-specific transmission specification.
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MR RS: five-speed manual
The Japanese MR RS uses a five-speed manual. It is still an MR, with the MR suspension and Super AYC revisions described by Mitsubishi, but its transmission remains the five-speed unit associated with the RS form. The five-speed designation is therefore not evidence that a car is a non-MR; it can be correct for an original Japanese MR RS.
US-market MR evidence
A period US-market specification page lists the Evolution IX MR Edition with a six-speed close-ratio manual. That confirms the transmission for that documented US version, but it does not prove that every export-market MR had identical suspension, body, interior or equipment. Use the original window sticker, factory literature or a VIN-linked parts catalog for a particular US car rather than importing Japanese MR RS details into it.
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Suspension hardware and the lower ride height
Eibach springs and Bilstein dampers
Mitsubishi says the MR uses flexible Eibach coil springs with higher spring rates than those fitted to earlier Evolution IX models, paired with Bilstein shock absorbers. This is a hardware change as well as a tuning change: spring rate controls how strongly the suspension resists compression and roll, while the damper controls the speed of that movement. The combination is intended to give the MR a more controlled response than the earlier setup while retaining useful compliance on the road.
The wording “flexible” does not mean soft or interchangeable with any generic lowering spring. Eibach and Bilstein components sold today can cover many applications. Before buying replacements, verify the exact chassis, left- or right-hand-drive configuration, original market, model year and whether the car is GSR or RS. A part that fits an Evolution IX shell may not reproduce the factory MR calibration.
Approximately 10 mm lower
Mitsubishi states that MR ride height was lowered by approximately 10 mm. The release identifies this as standard for the MR GSR and an option on the MR RS. A Japanese MR RS without that option should not be judged non-genuine merely because its static ride height matches a standard RS.
Measured height on a used car can differ from the factory figure because of tire size, tire pressure, fuel load, alignment, spring sag, replacement dampers, accident repairs and aftermarket suspension. Measure all four corners on level ground and compare the installed parts with factory documentation; do not authenticate an MR solely by eye or by a single fender-to-ground measurement.
Super AYC: what Mitsubishi changed
The Evolution IX MR retained Super Active Yaw Control but received a sportier calibration. Mitsubishi says the amount of drive power that can be transferred between the rear wheels increased by approximately 10 percent. That is a manufacturer description of the revised system, not an independently measured lap-time, cornering-speed or skid-pad result.
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In practical terms, Super AYC can vary rear-axle torque distribution to influence yaw. A sportier calibration can change how readily the car rotates or maintains its line under power, but the driver’s result depends on tires, alignment, road surface, temperature, differential condition and electronic-control health. A replacement controller, wiring fault or modified drivetrain may mean a badge-correct car no longer behaves like the original MR.
During inspection, look for warning lamps, stored all-wheel-drive or AYC fault codes, fluid leaks and evidence of neglected differential service. A scan tool and a specialist inspection are more reliable than a short road test for confirming that the system is operating correctly.
Engine output and why the torque figures need context
For both Japanese MR GSR and MR RS, Mitsubishi lists 206 kW (280 PS) at 6,500 rpm. The launch announcement gives 400 Nm at 3,000 rpm for the six-speed MR GSR and 407 Nm at 3,000 rpm for the five-speed MR RS.
The 7 Nm difference is a published specification difference between those two Japanese variants; it is not proof that every MR RS makes more real-world power than every MR GSR. Output can vary with emissions requirements, fuel, measurement standards, software, maintenance and later modifications. Do not use the torque numbers to identify a used car without confirming its market and original engine specification.
Market and model-year caveats
Japanese 2006 evidence
The detailed MR information comes from Mitsubishi’s August 29, 2006 announcement for Japan. It explicitly covers both GSR and RS forms, names the six-speed and five-speed transmissions, and describes the suspension and Super AYC revisions. Those statements are the appropriate baseline when discussing a Japanese-market 2006 MR.
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United States
The period US specification result confirms a six-speed close-ratio manual for the IX MR Edition. The available evidence does not establish a complete US list of differences from a US GSR. Consequently, do not state that a US MR necessarily has a particular roof panel, wheel design, seat, brake package, lighting arrangement or interior trim unless a US-market factory source for that model year confirms it.
Other export markets
“MR” was used across more than one market, and packages can change with homologation, taxes, safety rules and inventory. A brochure from a later Evolution generation cannot be used as IX evidence. The correct comparison always starts with the country of sale and the model year printed on the vehicle documents.
How to verify an Evolution IX MR before buying
- Establish the market and year. Record the country where the car was first sold, the build date, registration documents and any import paperwork. Do not begin with the badge or a seller’s shorthand description.
- Identify GSR or RS. Check the original sales documents and factory build information. For a Japanese car, an MR GSR should correspond to the six-speed specification, while an MR RS should correspond to the five-speed specification described by Mitsubishi.
- Count the gears and inspect the gearbox. With the engine off, select each forward gear and reverse, then confirm the transmission code with a specialist or parts catalog. A swapped gearbox can make a genuine chassis appear to be the wrong variant.
- Inspect the dampers and springs. Look for Bilstein markings, Eibach spring identification and damaged or replaced components. Photograph every corner and compare the numbers with a market- and chassis-specific catalog rather than relying on color alone.
- Measure ride height correctly. Use a level surface, equal tire pressures and a consistent measurement point. Record fuel load and passenger weight. Treat the approximately 10 mm figure as a factory reference, not a pass/fail authentication test.
- Scan the all-wheel-drive and AYC systems. Read fault codes, inspect fluid condition and check for warning lights. A clean dashboard does not replace a scan because intermittent faults may not illuminate a lamp during a brief drive.
- Check for modifications. Ask for invoices covering springs, dampers, control units, differentials, turbocharger, engine software and transmission work. Aftermarket parts can duplicate the MR hardware or remove it entirely.
- Confirm the equipment in writing. Obtain a factory build sheet, original brochure or market-specific specification page for disputed items. If a feature cannot be tied to the correct market and year, list it as unverified in the purchase agreement.
Common identification mistakes
- Assuming every MR is a GSR. The Japanese announcement includes MR GSR and MR RS; transmission and other RS/GSR distinctions remain relevant.
- Using the six-speed as the only test. It supports an MR GSR or the documented US MR Edition, but it cannot identify every MR worldwide and can be installed in a swapped car.
- Treating a 10 mm drop as conclusive. Ride height changes with springs, tires, load and repairs, and the lower suspension was optional on the Japanese MR RS.
- Importing later-generation specifications. Equipment and transmissions from a later Evolution are not evidence for an Evolution IX.
- Believing the badge guarantees original parts. Used cars may have replacement dampers, springs, differentials, gearboxes or control units. Inspect the hardware and documentation.
- Calling the torque figures an independent test. The 400 Nm and 407 Nm values are Mitsubishi’s Japan-market specifications at 3,000 rpm.
Replacement parts and maintenance implications
The MR components most directly identified by Mitsubishi are the Bilstein shock absorbers and Eibach coil springs. They are sensible starting points when restoring an MR suspension, but current availability, revisions and fitment are not established by the factory announcement. Confirm the exact application with the supplier using the vehicle identification number, market, year and original trim.
When replacing suspension, inspect top mounts, bump stops, dust boots, control-arm bushings, ball joints and alignment settings at the same time. New dampers and springs cannot correct worn mounting hardware or a bent chassis. After installation, set ride height on level ground, align all four wheels and verify that the tires clear the body through full steering and suspension travel.
For Super AYC and transmission work, use the service procedure and fluid specification for the exact market and gearbox. Do not substitute fluids or electronic modules based only on an Evolution IX model name; GSR and RS drivetrains can differ, and imported cars may have documentation in another language.
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Which version makes sense for a buyer?
Choose an MR GSR when the six-speed matters
An original Japanese MR GSR is the logical choice for a buyer who specifically wants the six-speed manual together with the MR suspension and electronic-control revisions. Prioritize documented originality and system condition over a badge, because a neglected or heavily modified car can lose the practical benefits of the factory package.
Choose an MR RS when the five-speed is acceptable
The Japanese MR RS carries the same named MR suspension and Super AYC changes while using the five-speed manual. Check whether the lower ride-height option was fitted and verify the car’s original specification before comparing it with an MR GSR.
Choose a market-specific MR Edition only with factory documentation
For a US car, the documented six-speed close-ratio manual is a useful confirmation, but the remaining equipment must be established from US-market records. This approach avoids paying an MR premium for features that were never fitted to that particular market version.
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A well-maintained, correctly documented GSR can be a better ownership proposition than an MR with unknown history, swapped suspension or unresolved AYC faults. Compare service records, corrosion, accident repairs, drivetrain health and parts availability before assigning value to the MR name.
Bottom line
The defensible Japanese-market comparison is specific: MR GSR means the MR suspension and Super AYC revisions with a six-speed manual, while MR RS uses the same MR revisions with a five-speed manual; Mitsubishi lists 400 Nm for the GSR and 407 Nm for the RS at 3,000 rpm. The MR suspension uses higher-rate Eibach springs and Bilstein dampers, with an approximately 10 mm lower ride height that was optional on the RS.
For a US or other export-market Evolution IX, begin with the original market and year. The period US evidence confirms a six-speed MR Edition but does not establish every equipment difference. Verify the transmission, suspension hardware, AYC system and factory documents on the individual car before treating the MR badge as proof of specification.
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