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Mitsubishi Evolution Generations (My Dream Car)

==Evolution I==

name = First generation
production = October 1992–January 1994
platform = CD9A
body_style = 4-door[sedan]
wheelbase = 2500 mm
length = 4310 mm
width = 1695 mm
engine = 2.0L
height = 1395 mm
ground_clearance = 150 mm
transmission = 5-speed [manual transmission]
front_track = 1450 mm
rear_track = 1460 mm
weight = 1170–1240 kg

The Evolution I was introduced in 1992 to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Mitsubishi Galant VR-4Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. The latter was a stripped-down club racing version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to save approximately 155 lb (70 kg) less than the 2,730 lb (1,238 kg) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's ''Mitsubishi Sirius engine4G63'' engine producing 250PS (244 hp/182 kW) at 6000 rpm and 228 Torque ft·lbf (309 N·m) at 3000 rpm, along with all wheel drive which would become a trademark on all Evolution models. 5,000 of the first generation Evolutions were sold between 1992 and 1993.

==Evolution II==

name = Second generation
production = January 1994–August 1995 (5000 made)
platform = CE9A
body_style = 4-door [sedan]
wheelbase = 2510 mm
length = 4310 mm
width = 1695 mm
engine = 2.0L
height = 1420 mm
ground_clearance = 170 mm
transmission = 5-speed [manual transmission]
front_track = 1465 mm
rear_track = 1470 mm
weight = 1180–1250 kg
drive wheels = 4WD

The successful Evolution I was changed in December of 1993, and was produced until 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and beefier tires. Power output was increased to 256 PS (252 hp/188 kW) from the same engine and torque was unchanged for both GSR and RS models.



==Evolution III==

name = Third generation
production = August 1995–August 1996
platform = CE9A
body_style = 4-door [sedan]
wheelbase = 2510 mm
length = 4310 mm
width = 1695 mm
transmission = 5-speed [manual transmission]
height = 1420 mm
ground_clearance = 175 mm
front_track = 1465 mm
rear_track = 1470 mm
engine = 2.0L
weight = 1260 kg (RS 1190 kg)

January 1995 saw the arrival of the Evolution 3- and this time the 5,000 strong production run was bought up more quickly than the Evolution 2. The Evolution 3 looked more serious, with its new nose molding (to channel air better to the radiator, intercooler, and brakes). New side skirts and rear corners, while the rear wing had grown again to reduce lift. Under the vented aluminum bonnet a new TDO5-16G6-7 Turbo, new exhaust system and increased compression brought another 10 PS power rise, Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5 speed quaife gearbox. Interior tweaks were limited to a new Momo steering wheel (GSR only) and new fabric on the Evolution 2 type Recaros. The specs on this vehicle were an engine 4G63T size of 1997 cc, bhp 270 at 6250 rpm, torque was 228 ft.lbf at 3000 rpm, weight is 1260 kg (RS 1190 kg). A top speed of 149mi/h and 0-60 mi/h in 4.9 s. The formidable CE9A Evo III was also featured in the manga and anime series Initial D.


==Evolution IV==

name = Fourth generation
production = August 1996–January 1998
platform = CN9A
body_style = 4-door [sedan]
wheelbase = 2510 mm
length = 4330 mm
width = 1690 mm
transmission = 5-speed [manual transmission]
height = 1415 mm
ground_clearance = 155 mm
front_track = 1470 mm
engine = 2.0L
rear_track = 1470 mm
weight = 1260–1350 kg

The Lancer platform was completely changed in 1996, and along with it the Evolution, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were two versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and 16" (41 cm) steel wheels as these were items that would be replaced by anyone entering the car into competition events. The RS also had wind up windows, no air conditioning, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had a factory option of thinner body panels and thinner glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (276 hp/206 kW) at 6,500 rpm and 260 ft·lbf (352 N·m) of torque at 3,000 rpm. Mitsubishi's new Active yaw control appeared as a factory option on the GSR model, which used steering, throttle input sensors and ''g'' sensors to computer-hydraulically controlled torque split individually to the rear wheels and as a result the 10,000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution VI, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos—the GSR in particular due to the added technology systems—but to counter this the car produced even more power—the weight of the RS being 1260 kg and the GSR being 1345 kg.


==Evolution V==

name = Fifth Generation
production = January 1998–January 1999
platform = CP9A
body_style = 4-door [sedan]
wheelbase = 2510 mm
length = 4350 mm
width = 1770 mm
height = 1405–1415 mm
ground_clearance = 150 mm
transmission = 5-speed [manual transmission]
engine = 2.0L
front_track = 1495–1510 mm
rear_track = 1490–1505 mm
weight = 1260–1360 kg

In 1997, the WRC created a new "World Rally Car" class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January of 1998.
Many aspects of the car were changed such as:

*The interior was upgraded in the GSR version with a better class of Recaro seat.
*The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force.
*The track was widened by 10 mm, the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking.
*In addition the brake master cylinder bore increased by 0.3 mm
*The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ecu was changed to include a flash ROM.

Furthermore, the turbocharger was again improved. Torque was increased to 275 ft·lbf (373 N·m) at 3000 rpm. Power officially stayed the same, at 280 PS (276 hp/206 kW) as agreed by Japan's automotive gentlemen's agreement that all cars would have 276 or less hp, but some claim horsepower was actually somewhat higher.

==Evolution VI==

name = Sixth generation
production = January 1999–March 2001
platform = CP9A
body_style = 4-door [sedan]
wheelbase = 2510 mm
length = 4350 mm
engine = 2.0L
width = 1770 mm
transmission = 5-speed [manual transmission]
height = 1405–1415 mm
ground_clearance = 140–150 mm
front_track = 1510 mm
rear_track = 1490–1505 mm
weight = 1250–1360 kg

The Evolution VI's changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. Also, the Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR's options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330hp (246 kW).
Yet another special edition Evolution VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Makinen logo), 17" ENKEI white wheels, a leather MOMO steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in an exclusive shade of red with special decals, replicating Tommi Makinen's rally car's colour scheme. This car is also sometimes referred to as an Evolution 6½ or Evolution 6.5.


==Evolution VII==

name = Seventh generation
production = March 2001 (GSR) – December 2002 (GTA)
platform = CT9A
body_style = 4-door [sedan]
wheelbase = 2625 mm
length = 4455 mm
width = 1770 mm
engine = 2.0L
height = 1450 mm
transmission = 5-speed [manual transmission]
ground_clearance = 140 mm
front_track = 1500–1515 mm
rear_track = 1500–1515 mm
weight = 1320–1400 kg

In 2001, Mitsubishi was forced by the FIA to race in the World Rally Championship using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 284 ft·lbf (385 N·m) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (276 hp/206 kW). Despite its pedestrian appearance, the Evolution VII can outrun many more expensive cars (such as the Ferrari 360 Modena, as seen in Best Motoring videos.)
The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17in alloy wheels, clear rear light lenses and all-in-one style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinguishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.
Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-A interior was different in that it had chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. The GT-A also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter.
The 5-speed automatic gearbox had what Mitsubishi called "fuzzy logic", which meant that the car would learn what the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most tiptronics via steering wheel + and - buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with a very usable 272 bhp. The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon.


==Evolution VIII==

name = Eighth generation
production = January 2003–March 2005
platform = CT9A
body_style = 4-door [sedan]
wheelbase = 2625 mm (103.3 in)
length = 4490–4535 mm (176.8–178.5 in)
width = 1770 mm (69.7 in)
height = 1450 mm (57.1 in)
ground_clearance = 140 mm
front_track = 1500–1515 mm
transmission = 5-speed manual & 6-speed manual
engine = 2.0L+Turbo (271 hp)
rear_track = 1500–1515 mm
weight = 1320–1410 kg

The Evolution was changed again in 2003, this time sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. It was available with 280 PS (276 hp/206 kW) in three trims: standard (GSR in Japan), RS (devoid of all excess components, such as interior map lights, power windows/doors, and radio) and MR. RS Editions came with a revised limited-slip front differential. The new Evolution also sported Altezza lights.
The Evolution VIII is unique among its successors and predecessors, since it is so far the only Evo that used the same central semi-triangle core that was used by Lancer. The Lancer Evolution VIII MR uses slick-response Bilstein shock absorber for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to realize more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive, to the ACD 5 + Super AYC 6 traction control and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models and used first on the Galant GTO. Other parts on the MR include BBS alloy wheels, Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, which included FQ300, FQ320, FQ340, and FQ400 variants. They each came with 305, 320, 340, and 400 hp (227, 239, 254 and 298 kW), respectively. It is rumored that the 'FQ' stands for 'Fucking Quick'.[http://www.pistonheads.com/doc.asp?c=106&i=5664 "EVO VII FQ-300"], Graham Bell, ''Pistonheads'', [October 17] [2002][http://www.redlinemag.com/page/redline/20060720 "Mitsubishi Evo FQ-360"], ShaunCurnow, ''Redline Magazine'', [July 19] [2006]
The FQ400, sold through Ralliart UK, produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by United Kingdom Engine tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the list of automotive superlatives (highest specific output per litre) of any roadcar engine. With a curb weight of around 3200 lb (1450 kg), it achieves 0-60 mph in 3.5 seconds and 0-100 mph in around 9 seconds, top speed is 174 mph (280km/h), whilst costing about £47,000. BBC's television series ''Top Gear '' demonstrated that the FQ-400 could surprisingly keep up with a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute 24.8 seconds, slower than the Murcielago, but highly respectable nonetheless.[http://www.bbc.co.uk/topgear/show/powerlaps.shtml BBC - Top Gear - Power Laps] In a similar test conducted by UK supercar magazine Evo Magazine, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche Carrera. The Lancer Evolution VIII was also the first Evolution to be sold in the United States,[http://www.accessmylibrary.com/coms2/summary_0286-22117462_ITM "Mitsubishi Lancer Evolution for U.S. Market Debuts at 2003 Greater Los Angeles Auto Show; Mitsubishi's Expanding Motor Sports Program to Dominate in 2003; Ralliart Comes to U.S.; and Mitsubishi Goes 'Fast and Furious' Too."], PR Newswire, January 3, 2003 spurred by the success of the Subaru Impreza WRX which had been released there just three years prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII's US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model prior to the Evo X has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to the US in 2005, with ACD and the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The timing and tuning are also slightly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. However, the US version has a quarter mile time of a respectable 13.1 seconds.
Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US version of the Lancer Evolution VIII 2003-2005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evos have lightweight aluminum front fenders and hood. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with 6-speed transmission, bilstein shocks, and factory optional BBS wheels. The basic RS Edition does not come with an air conditioning system, power windows, locks and mirrors, an audio system, and map lamps. Also deleted was the Anti-lock braking system which came standard in other models..


==Evolution IX==

name = Ninth generation
production = March 2005–2006
platform = CT9A
body_style = 4-door [sedan]
wheelbase = 2625 mm
length = 4490 mm
width = 1770 mm
height = 1450 mm
ground_clearance = 140 mm
front_track = 1500–1515 mm
rear_track = 1500–1515 mm
weight = 1310–1400 kg
engine = 2.0L (286 hp)
transmission = 5-speed manual & 6-speed manual

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,[http://media.mitsubishi-motors.com/pressrelease/e/products/detail1228.html "Mitsubishi Motors launches Lancer Evolution IX hi-performance 4WD sports sedan"], Mitsubishi Motors press release, March 2, 2005 and exhibited the car at the Geneva Motor Show for the European market the same day.[http://media.mitsubishi-motors.com/pressrelease/e/motorshow/detail1227.html "Mitsubishi Lineup at 75th Geneva International Motor Show"], Mitsubishi Motors press release, March 1, 2005. The North American markets saw the model exhibited at the New York International Auto Show the following month.[http://www.automobilemag.com/auto_shows/2005_new_york/ "2005 New York Auto Show"], Automobilemag.com The 2.0 L Mitsubishi Sirius engine#4G63 engine got MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 ft.lbf. WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 hp.
The USDM Lancer Evolution IX models (standard; "GSR" in some markets), RS, SE, and MR) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The resulting weight savings of over 60lb gave the RS a subtly sharper handling responsiveness that helped it shave fractions of a second off the lap times of other models on an identical course. However, the top-end MR had a high top speed, since its 6th forward gear allowed it to reach 165mi/h at 7,000 rpm compared to 157mi/h at 7,000 rpm in 5th for the RS and middle-positioned IX models. (Note: Data relevant to U.S. model specifications)
The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and MOMO (company) steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model, HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.
Three trims were available for Japan, Asia and Europe. Although all models used the same 286 hp (213 kW) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 hp (206 kW). The GSR produced 295 ft·lbf (400 N·m) of torque, while the RS and GT produced 300 ft·lbf (407 N·m).

* '''RS''' - "ralli sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available.
* '''GT''' - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
* '''GSR''' - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR).

In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 ft.lbf at 3200 rpm - 8 ft.lbf more than the FQ-400. All four models were designed to run on super unleaded petrol only.

* '''FQ-300, 320, 340''' - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
* '''FQ-360''' - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), [[Ralliart]] Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only

All four models were available in the US. All models used the same 286 hp (213 kW) engine. All models used a front and rear Limited Slip Differential, and an Active Center Differential.

* '''Standard''' - revised 5-speed, standard model
* '''RS''' - ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior
* '''SE''' - Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats
* '''MR''' - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

All of the American models are the same in power and performance. The only thing that sets them apart is the Evo RS, which is 80 lbs lighter than the MR and SE models. To the standard (or "GSR") model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slighty different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof.
A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan's debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were introduced: the '''GT''' with a six-speed manual transmission and the '''GT-A''' with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior was the same as the sedan.
Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel motors used a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 hp, thus giving a combined output of 272 hp, comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005.


==Evolution X==

name = Tenth Generation
production = October 2007-present
body_style = 4-door [sedan]
platform = Mitsubishi GS platform
wheelbase = 2650 mm (104.3 in)
length = 4530 mm (178.3 in)
width = 1830 mm (72.0 in)
height = 1470 mm (57.8 in)
weight = 1537 kg (3388 lb)
front_track = 1565 mm
rear_track = 1565 mm
engine = 2.0L
transmission = 6-speed [twin-clutch gearbox] & 5-speed [Manual transmission]

In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the '''Concept-X'''.[http://media.mitsubishi-motors.com/pressrelease/e/motorshow/detail1343.html "Mitsubishi Motors Exhibits at 39th Tokyo Motor Show"], Mitsubishi Motors press release, September 28, 2005
Mitsubishi unveiled a second concept car, the '''Prototype-X''', at the 2007 North American International Auto Show (NAIAS).
The Lancer Evolution X [sedan] will feature a newly designed Mitsubishi_4B1_engine#4B11T 2.0 L turbocharged, all-aluminum inline-4 engine. Power and torque depend on the market but all versions will have at least 280 hp (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 and 360 hp.
Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car has also a new full-time four-wheel drive system named Mitsubishi_S-AWC (Super All Wheel Control), an advanced version of Mitsubishi's Mitsubishi_AWC system used in previous generations. The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time.
It also features Mitsubishi's new sequential Semi-automatic_transmissionsemi-automatic six speed ''Mitsubishi_Twin_Clutch_SST" Twin-clutch_gearbox with steering-mounted magnesium alloy shift paddles. A 5-speed manual gearbox will also be available. Mitsubishi claims that the 5 speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive.[http://www.autoblog.com/2006/08/23/evo-x-to-get-double-clutch-gearbox/ "Evolution X to get double-clutch gearbox"], John Neff, Autoblog.com, New Lancer Evolution will incorporate Mitsubishi's next generation ''Mitsubishi_RISE'' safety body.
The production version of Prototype-X has begun production in Autumn 2007. The Evolution X went on sale October, 2007 in Japan [http://media.mitsubishi-motors.com/pressrelease/e/products/detail1682.html Press Release] then in January 2008 in the U.S.A. , February in Canada (as the first version of Evolution in Canada) and in March 2008 in the UK at prices between £27,499 and £37,999.[http://www.mitsubishi-cars.co.uk/prices/ Mitsubishi-Motors/Model Prices] The Twin Clutch SST version was available in Japan from November 2007. Europe will follow with sales in May, GSR and MR version (= incl. Premium Package).

===Japanese models===

The engine is the 4B11-type 2.0 litre inline-4 turbo, derived from the World Engine in Lancer. Engine is rated 422 Nm (43.0 kg-m) at 3500 rpm. Aluminum is used in the roof panel, front fenders and the rear spoiler frame structure.[http://media.mitsubishi-motors.com/pressrelease/e/products/detail1682.html MMC launches Lancer Evolution X — new-generation high-performance 4WD sedan]

*'''RS''' - 5 speed manual transmission. 18-inch tires. Driver dual-stage airbag. Standard Engine immobilizer.
*'''GSR''' - Standard rear spoiler. 5 speed Manual transmission or 6-speed Twin Clutch SST transmission (magnesium paddle shifters on SST model). 245/40R18 tire on Enkei 12-spoke high-rigidity cast alloy wheels or optional BBS lightweight alloy wheels. Brembo ventilated disc brakes. Standard S-AWC 4WD system. Driver and front passenger dual-stage airbag. Standard. Engine immobilizer with security alarm. Optional Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7 inch LCD screen. Optional Rockford Fosgate premium sound system. Optional keyless remote entry.

GSR can be fitted with following packages:
:*High Performance Package - Bilstein single tube shock absorbers and Eibach coil springs, brembo 2-piece disc brakes, high performance tires with stiffer walls and better grip.
:*Stylish Exterior Package - Chrome finish for the front grille lattice and beltline molding, body color-keyed fender vents, adds fog lamps.
:*Leather Combination Interior -
:*Premium Package - All 3 above packages plus 18 in BBS lightweight alloy wheels.

===North American models===

Engine produces 407 Nm (41.5 kg-m) at 4400 rpm and 217 kW at 6500 rpm.
*'''RS''' - stripper version of the Evo X that does away with all unnecessary weight by offering air conditioning as its only luxury. The RS comes with no "extra" sound deadening, speakers, radio, power windows, or power door locks etc.
*'''GSR''' - Same as base Japanese GSR. (available only with manual 5 speed)
*'''MR''' - 6-speed TC-SST transmission. Suspension with Eibach springs and BILSTEIN struts. 18-inch BBS forged alloy wheels. Xenon High-Intensity Discharge (HID) headlamps. Color-keyed large rear spoiler. Leather and sueded seating. Electronic keyless entry and starting system. Steering wheel-mounted audio controls. Bluetooth hands-free cellular phone interface system with voice recognition.
*'''MR Premium''' - MR with a 650 watt (max) Rockford Fosgate stereo with 9 speakers.[http://lancerevolution.ca/archive/35/mitsubishi-announces-competitive-pricing-for-long-awaited-lancer-evolution/ Mitsubishi announces pricing for long awaited Lancer Evolution]

Option packages:
*(GSR only) Sight, Sound and Spoiler Package - Xenon HID headlamps with manual leveling; large rear spoiler; FAST-Key electronic entry and starting system; 650-watt (maximum) Rockford Fosgate audio system; in-dash 6-disc CD changer; SIRIUS Satellite Radio with six months prepaid subscription.
*(MR only) Technology Package: Mitsubishi Multi Communication System, GPS navigation with Diamond Lane Guidance; 30GB hard disc drive with Digital Music Server, in-dash DVD/CD player, multifunction 7-inch color LCD touchscreen, 650-watt (maximum) Rockford Fosgate high-performance audio system, SIRIUS Satellite Radio with six months prepaid subscription.
*Accessory

===Lancer Ralliart===

A detuned and cheaper version of the Evo X was announced at the 2008 Detroit auto show.
This model will have 177 kW, 343 Nm of torque. For 2009, the Ralliart will be available exclusively with the TC-SST transmission, although Mitsubishi has suggested the possibility of a 5-speed transmission at a later date. The car also includes a simplified version of the Evolution's AWD system, with a simple "mechanical limited slip" rear differential.[http://www.edmunds.com/insideline/do/News/articleId=124308 2008 Detroit Auto Show: 2009 Mitsubishi Lancer Ralliart

TOYOTA ESTIMA (My Dream MPV)

The Toyota Estima, also known as the Toyota Previa in United States and the Toyota Tarago in Australia, is an MPV or multi-purpose vehicle (known as a minivan in North America) produced by Toyota Motor Corporation since 1990.

First generation

Production
1990–2000

The first generation, introduced in 1990, had only one sliding side door for the rear passengers. It featured a unique mid-engined platform, where the in-line 4-cylinder gasoline-powered engine was installed almost flat (at a 75-degree angle), beneath the front seats. All engine-driven accessories, such as the alternator, power steering pump, air conditioning compressor, and radiator fan, are accessible from the front hood, driven off the front of the engine by an accessory driveshaft, and is known as the Supplemental Accessory Drive System, or "SADS." This allows for even front/rear weight distribution, with benefits ride quality and handling. However, it also prevents the installation of a larger engine, while the cost could not be relayed by sharing the platform with other vehicles.
The first generation Estima/Previa was 4750 mm (187 in) long and 1803 mm (71 in) wide. In Japan, two smaller versions, the Toyota Estima Lucida and Toyota Estima Emina, were produced, which were approximately 110 mm (4.3 in) narrower and 70 mm (2.8 in) shorter than the standard model. The reason for the difference between the smaller Emina and Lucida models is the vehicle tax system in Japan, which is based on the product of length and width of the car. The smaller variants fall in to a lower tax band. The Estima Emina and Estima Lucida were also available with a 2.2 litre diesel engine (3C-T and 3C-TE).
The first generation Previa was available in both rear- and all-wheel drive versions (called All-Trac) and powered by a 135 hp JIS (99 kW) 4-cylinder 2.4-litre fuel injection engine. Available with a 4-speed automatic or 5-speed manual gearbox, this Previa also seated seven or eight people, with three seating configurations offered. All configurations have a driver and front passenger seat forward, and a three-seat bench seat at the rear that splits and folds flat against the sides of the cabin. The 8-seat configuration contains a 2/1 split swiveling bench seat in the middle row, while the 7-seat configurations contain either two independently swiveling captain's chairs (referred to as "Quad Seating"), in the middle row or a two seat bench offset towards the driver's side. The third row is also better upholstered in the 7-seat version. It was available with either 4-wheel disc brakes or traditional front disc/rear drum brake setup, with Anti-Lock Brakes (ABS) as an option.

United States

In the United States, the Estima was sold from 1991 through 1997. It was imported from Japan to compete with Chrysler Corporation's successful Dodge Caravan minivan, and its twins Chrysler Town and Country and Plymouth Voyager. The Previa quickly became a common vehicle in the US, despite its relatively high price, poor fuel economy, and single sliding door (the Chrysler minivans offered dual sliding doors, beginning with their 1996 redesign). The mid-engine design proved to have a special weakness - the inability to increase engine size, which proved a significant problem as American drivers were used to having more power; the Dodge/Plymouth/Chrysler models were sold with available V6 engines. Starting in 1994, Toyota solved this problem by offering a twin-screw Roots-type supercharger with air-to-air intercooler, providing 6psi of boost (these models were called the "S/C"), bringing the engine power up to a competitive 160 hp (119 kW). Initially, the S/C engine was only available as an option on the LE in 1994. For 1995, the normally-aspirated engine was discontinued, and the S/C became the standard engine on all trim levels. The United States version of the Previa was discontinued after the 1997 model year, replaced by the more traditionally-designed, front-wheel-drive, U.S.-designed and -built, Camry-based Sienna. A few Americans have obtained the newer Previa model (and first generation Japan-spec Estimas),[citation needed] but the U.S. DOT and EPA restrictions against "grey-market" import vehicles are very strong.

The Netherlands

In The Netherlands, the Previa the first generation was marketed there between 1991 and 1998. The only engine available was a 2.4-litre 4-cylinder engine. Trim levels were base (later renamed to i denoting an injection engine), GL, GLi and GXi. The 2.2-litre diesel version was a popular grey import.

Australia and New Zealand

The range available in Australia were the GLi, GLX and GLS: these had the 2.4-litre 4-cylinder engine only. The Taragos sold in Australia were available in either a 2WD or 4WD drivetrain. New Zealand got the GLi, GLX and GLS, as per Australia: however a 2.2-litre turbodiesel version of the GLS sold in Eurasia, was a popular grey import.

Additional notes

The 5-speed manual Estima (North American models) were made from 1991 through 1993; none of these have superchargers. The supercharged engine is different from the normally-aspirated engine, due to a slight decrease in compression ratio. The supercharger is engaged on-demand by an electromagnetic clutch, based on input from the engine management system computer (the Engine Control Unit, or ECU). Some Estimas featured dual moonroofs: A power horizontal-sliding only glass moonroof above the middle row of passengers, and a pop-up glass moonroof above the front seats. Estimas were also the first van to pass all US safety standards as pertaining to front impact, driver air bag, center-mounted brake light, ABS, daylights, etc.
Gas mileage is below average (11-13L/100 km city, 10-11L/100 km hwy); the small 4-cyl engine needs to work a bit harder due to the power:weight ratio of the vehicle, compared to today's 6-cyl engines. The addition of the supercharger slightly improves power at the expense of slightly higher fuel consumption.
The Estima gives a practically omniscient view, excluding the pillars behind the front doors. This also turns the van into a greenhouse, accumulating extreme heat in a short period of time, although solar control glass later became an option, to help alleviate the problem.
In the United States, Estimas are humorously called "eggvans", or "beans", because of their shape. In the United States, first generation Estima model variations, in order of lowest to highest price/option features, are: DX, DX All-Trac, DX S/C, LE, LE All-Trac, LE S/C, LE S/C All-Trac (where S/C = Supercharged and AllTrac = 4WD). The front passenger seat must be removed to check the front two spark plugs because there is not enough room to remove plug wires.

Second generation

Production
2000–2005

The first generation Estima was sold outside the United States until 2000, when a new dynamically designed Estima replaced it which was never sold in North America. The second generation Estima had a slightly longer wheelbase (2900 mm) and was both narrower (1790 mm) and shorter (1770 mm) than the first one; it switched to FF layout and was based on the Camry platform. It was produced with passenger doors on both sides and offered space for up to six, seven or eight passengers and, as with the first generation, was sold as the Estima in Japan and as the Tarago in Australia. The range available in Australia was the GLi, GLX and Ultima. The Ultima version was targeted as a competitor of the Chrysler's Plymouth Voyager.
Models sold on the European markets were available with both gasoline and diesel-powered 4-cylinder engines. The diesel engine was a 2.0 L 1CD-FTV with 116 hp (85 kW) and the gasoline-powered one a 2.4 L 2AZ-FE with 156 hp (115 kW). Both models featured a 5-speed manual transmission as the part of standard equipment, while a 4-speed automatic was available as an option on gasoline-powered model. A 3.0L V6 and a Hybrid Synergy Drive version of the Estima were available in Japan. This first generation Estima Hybrid used a single electric motor and a mechanical CVT in its transmission. Australian models were only available with the 2.4 L petrol engine and a 4-speed automatic.

Third generation

Production
2006–present

The third generation was introduced in 2006 in the Japanese and Australian markets as Estima and Tarago, respectively, and as the Previa elsewhere. Features include an available second-generation Hybrid Synergy Drive drive train, automatic parallel and back-in parking, track-mounted second row reclining seats with footrests, and power-folding split third row seats.
The second generation Estima Hybrid, currently only sold in Japan and Hong Kong, uses a drivetrain very similar to the Lexus RX400h with 3 electric motors - 2 for front-wheel drive (HSD) plus one for rear wheel drive. As with the previous generation, the Australian version of the automobile continued to use a 2.4LI4 engine. In February 2007, a 3.5L V6 engine ( 202 kW (271 hp), 340 N·m (250 ft·lbf) torque) became available in order for the automobile to remain competitive against its main rivals in Australia, the Honda Odyssey and the Kia Carnival. The 2.4L engine was widely criticized for lacking torque. Some of the markets such as Hong Kong and Taiwan announced the V6 Previa 3.5L in January 2007.

Estima Hybrid

The Previa continues to be excluded from North America as the locally-produced Sienna occupies that market. In many parts of Europe the price setter in this segment has, since the late 1990s, been a joint venture vehicle produced in Portugal by Ford and Volkswagen. By 2004 this vehicle was coming to the end of its model life and run-out versions were heavily discounted. Competitors found themselves responding to the discounts or losing market share. In European markets Toyota branded vehicles often achieve a price premium, but scope for this is not unlimited. Ford’s replacement Galaxy, launched in 2006, was also aggressively priced, which offers one clue as to why Toyota have yet to launch the third generation Previa in Europe, where healthier margins are available on smaller slightly nimbler minivans and in the still hugely lucrative luxury four wheel drive segment.

Fourth generation

Production
2012

The fourth generation Toyota Estima will be introduced in 2012 in the Japanese and Korean markets as Estima-X. It presents an entirely new body platform and material, using aluminium for its chasis and terrain, and carbon fiber for its framework. Features include an available third-generation Hybrid Synergy Drive drive train and an i-AUTO [Intelligent-Automatic Driving] technology breakthrough. Powered by multiple sensors and a reliable processor beneath the dashboard, the memory recognizes the driver's pattern and imitates his/her driving style on the same route. To mitigate unforeseen risks on the road, Toyota engineers had also included a panic button to allow drivers to quickly resume control of the vehicle manually. The fourth generation Estima-X Hybrid, uses a 4-electric motors drivetrain - 2 for front-wheel drive (HSD) and 2 for rear wheel drive. Different from the previous version (2.4L and 3.5L V6), the Estima-X Hybrid has a smaller capacity engine of 2.0L and 2.2L V6 engines respectively. However, the introduction of i-DQVT (Intelligent-Quad-Valve-Terrain) manages to purge over 150 horsepower for the 2.0L and 210 horsepower for the 2.2L V6 variant.

Penyu

Kenapa penyu? Penyu merupakan salah satu lambang negeri Terengganu. Terengganu adalah negeri asal aku. Aku masih ingat zaman kanak2 hingga remaja, negeri Terengganu diperintah oleh WM. WM telah menjadi MB selama 20 tahun dan semasa zamannya, emas hitam telah ditemui di luar pesisir pantai Terengganu. Dulu aku selalu berangan hendak bekerja dengan syarikat yang mengendalikan hasil emas hitam ini kerana tertarik dengan cerita-cerita tentang gaji yang lumayan. Sebagai anak tempatan, aku memang tau tentang taraf hidup di kawasan sekitar emas hitam dikumpul. Peniaga-peniaga tempatan begitu rakus mengenakan harga yang melampau kepada setiap hasil jualan mereka kerana mereka tau yang 'orang minyak' mampu utuk membayarnya. Walhal mereka tidak tau bahawa mereka hanya menjerut leher mereka sendiri dengan berbuat demikian. Memang orang Terengganu tidak pandai berniaga makanan dibandingkan dengan orang Kelantan. Orang Terengganu hanya memikirkan keuntungan jangka masa pendek. Mengenakan caj yang mahal menyebabkan pelanggan hanya datang sekali - dua saja di kedai-kedai mereka. Jika rakyat Malaysia datang ke Terengganu dan melalui kawasan emas hitam ini, mereka akan nampak yang berubah hanyalah kompleks-kompleks petrokimia yang bertambah tetapi keadaan sekitarnya masih lagi seperti dulu dengan adanya dua tiga rumah kedai yg baru dibuka tapi kosong tanpa penghuni. Jikalau menyusuri kawasan perkampungan didapati masih seperti 30 tahun lepas tanpa perubahan ketara. Aku terfikir, apakah guna seorang MB yang memerintah selama 20 tahun dengan hasil royalti yang banyak saban tahun tetapi tidak dapat mentadbir dan membangunkan negeri dengan baik. Di mana silapnya? Adakah silap memilih rakyat negeri Terengganu yang mungkin tidak pandai menguruskan duit atau pun memang rakyat Terengganu sememangnya bodoh dalam memilih pemimpin? Selepas WM yang melarikan diri ke luar negara selepas kalah teruk dalam pilihanraya, muncul seorang lagi MB iaitu DJ. Kali ini rakyat Terengganu disajikan dengan bermacam-macam festival dan bangunan-bangunan indah yang pada pemikiran aku sebagai rakyat Terengganu memang tidak ada manfaat yang akan diperolehi. Adakah dengan pembinaan bangunan-bangunan indah itu ekonomi hidup aku sebagai rakyat negeri Terengganu akan menjadi baik? Apakah dengan adanya MC setiap penghujung tahun itu akan menyebabkan bertambahnya duit aku atau peluang untuk mendapat kerja yang lebih baik? Semuanya itu merupakan perkara yang sia-sia. Duit yang sepatutnya digunakan untuk membangunkan negeri digunakan secara rakus dan boros. Dalam masa 4 tahun pemerintahan DJ, rakyat Terengganu hanya dapat RM300 setahun iaitu duit ihsan (betapa hinanya rakyat Terengganu sehingga duit sendiri pun dikatakan duit ihsan....tak ubah rakyat Terengganu seperti peminta sedekah kerana mengharapkan wang ihsan). Selepas 4 tahun, kehidupan rakyat Terengganu masih ditakuk lama lagi, nelayan tetap nelayan, petani tetap petani, penganggur tetap penganggur. Sudah dua orang MB yang aku sempat menilai sebagai rakyat Terengganu dan aku masih lagi belum dapat melihat pembangunan yang dibawa oleh MB-MB ini untuk rakyat Terengganu. Adakah MB-MB ini memang cetek akalnya dalam mentadbir negeri? Ataupun sememangnya rakyat Terengganu memang tidak pandai sebagai seorang pentadbir dan mereka ini hanya layak untuk menjadi barua sahaja di negeri sendiri. Apa guna bangga dengan emas hitam jika orang yang menguruskannya hanya segelintir sahaja daripada anak negeri. Kebanyakan rakyat Terengganu hanya menjadi orang bawahan atau buruh kasar. Di mana peluang sebagai anak negeri. Begitu ramai anak negeri yang mempuyai kelulusan yang tinggi tetapi masih lagi menganggur kerana mengharapkan kerja daripada pengendali emas hitam. Mengapa berharap kepada pengedali emas hitam sahaja? Ini kerana MB-MB Terengganu sebelum ini tidak memikirkan tentang pembangunan negeri Terengganu supaya rakyat Terengganu mempunyai peluang kerja lain selain daripada mengharapkan kepada emas hitam yang pasti akan habis pada suatu hari nanti. Jika MB-MB ini tau menggunakan kepala otak diaorang untuk mencari pelabur-pelabur untuk melabur di Terengganu, membina infrastruktur yang baik dengan wang royalti untuk menarik lebih ramai pelabur-pelabur tentu rakyat Terengganu tidak perlu merempat di negeri sendiri. Tetapi MB-MB ini tidak membuat apa-apa selama memerintah, hanya duduk goyang kaki memenuhkan poket masing-masing. Tidak seperti Pahang, pahang yang hanya bergantung kepada hasil balak tetapi masih dapat mengeksploitasi hasil emas hitam Terengganu untuk membangunkan kawasan Petrokimia yang lebih besar dan maju daripada Terengganu. Pahang juga lebih maju berbanding Terengganu kerana MB-MBnya pandai mencari peluang, bukan sahaja untuk diri sendiri tetapi juga untuk membangunkan negeri. Namun rakyat Terengganu masih bertuah kerana MB-MB ini ada meperuntukkan wang untuk tabung pelajaran bagi membantu anak negeri yang ingin melanjutkan pelajaran (walaupun sedikit) bagi menyokong pembangunan pendidikan negeri. Tetapi apa gunanya jika belajar tinggi-tinggi, keluar sahaja daripada universiti sudah menanggung beban hutang pelajaran. Peluang kerja yang amat sedikit di negeri Terengganu menyebabkan anak negeri terpaksa merantau jauh untuk meneruskan kehidupan mereka. Mereka yang tinggal di Terengganu masih di takuk lama dan duduk berangan menunggu duit ihsan datang bergolek. Jika mereka yang tidak sanggup untuk meninggalkan emak ayah yang sudah tua, mereka ini terpaksa membuat segala kerja sementara menanti peluang kerja di negeri sendiri yang tidak kunjung tiba. Sehinggalah mereka ini tersedar yang mereka sudah hampir bertahun-tahun keluar daripada universiti tanpa memperolehi kerja yang setaraf dengan kelayakan mereka di negeri sendiri. Apakah inisiatif yang sepatutnya diambil oleh kerajaan negeri? Mereka yang dipilih, mereklah yang sepatutnya berfikir untuk mencari penyelesaiannya. Mengapa dibayar gaji jikalau tidak tau membuat kerja dan malas untuk menggunakan kepala otak mereka. Jangan menggunakan kepala otak hanya memikirkan bagaimana nak mengaut kekayaan untuk diri sendiri sahaja tetapi pikirlah untuk rakyat yang memilih mereka Sekarang sudah sampai kepada MB ketiga, iaitu AS. Adakah AS ini serupa dengan dua MB sebelumnya....Wallahualam.

Warkah Untuk PM

Selamat sejahtera

Saya merujuk kepada aduan tuan yang bernombor 202972 menerusi WUPM berkenaan dengan kerosakan jalan di persimpangan lampu isyarat Bukit Kuang dan Jambatan Bukit Kuang, Kemaman. Adalah dimaklumkan bahawa dalam RMK9, Jambatan Bukit Kuang akan dinaiktaraf daripada 2 lorong kepada 4 lorong untuk menghubungi Bandar Cukai dengan Bukit Kuang. Pada asalnya, projek ini akan mula dijalankan pada pertengahan tahun ini, namun akibat daripada perubahan rekabentuk untuk membolehkan kapal-kapal besar melalui dibawahnya bagi meningkatkan industri perlancongan dan perikanan, projek ini dijangka akan bermula pada tahun 2009. Persimpangan sedia ada iaitu simpang empat Bukit Kuang juga akan dinaik taraf kelak. Mengenai jalan yang tidak rata daripada persimpangan lampu isyarat di Bukit Kuang ke Meraga Beris, pihak JKR Daerah dalam proses sebutharga untuk membaiki jalan tersebut. Kerja penurapan dijangka bermula pada April 08. Terima kasih diatas kesabaran & keprihatinan tuan. Sekian

Y. Bhg. Dato'/Datin/Tuan/Puan,

WARKAH UNTUK PERDANA MENTERI: ADUAN TERHADAP PERKHIDMATAN AWAM

E-mel Ketua Pengarah Biro Pengaduan Awam (BPA) kepada semua Ketua Setiausaha/Setiausaha Kerajaan Negeri (SUK) bertarikh 18 Mac 2008 adalahberkaitan.

2. Bersama ini dikemukakan aduan yang berkaitan dengan Kementerian/Jabatan Y. Bhg. Dato'/Tuan/Puan. Pihak Y. Bhg. Dato'/Tuan/Puan dikehendaki mengemukakan maklum balas secara TERUS kepada pengadu dalam tempoh 3 hari bekerja mulai dari tarikh e-mel dihantar.

3. Sila pastikan setiap maklum balas berkenaan disalinkan kepada wupm@bpa.jpm.my <mailto:wupm@bpa.jpm.my> dan info@warkahuntukpm.com.my. Sekian, terima kasih.

From: BPA [mailto:bpa@warkahuntukpm.com.my] Sent: Friday, March 28, 2008 9:48 AM

To: wupm@bpa.jpm.my

Subject: fw: [202972] Keselamatan - Shamsul B M Deris

From: info@warkahuntukpm.com.my

Sent: Thursday, March 27, 2008 1:04 PM

To: bpa@warkahuntukpm.com.my

Subject: [202972] Keselamatan - Shamsul B M Deris

Name: Shamsul B M Deris

Date & Time: 03-03-2008 - 20:35

Gender:L

Race: Malay

Message:

YAB,Untuk pengetahuan YAB, jalan raya yang bermula daripada persimpangan lampu isyarat lalulintas di kawasan Bukit Kuang, Kemaman sehingga ke Meraga Beris,Kemaman terlalu teruk kualiti. Sepanjang laluan tersebut penuh dengan keadaan yang berbonggol-bonggol. Jika YAB berpeluang melalui kawasan ini bolehlah YAB merasa sendiri macam mana perasaan saya yang terpaksa melaluinya setiap hari. Ini bukan sahaja membahayakan keselamatan tetapi juga menyebabkan pengguna terpaksa menanggung risiko yang kenderaan mereka akan lebih cepat rosak. Saya berharap selepas BN mendapat kemenangan didalam pilihanraya ini, satu rombakan secara besar-besaran akan dilakukan didalam Jabatan Kerja Raya (JKR) kerana di dapati mutu jalan raya di Malaysia semakin teruk walaupun dengan teknologi baru dan kos yang tinggi masih lagi tidak dapat menandingi kualiti jalan raya yang dibina semasa sebelum Malaysia mencapai kemederkaan. Di harap penyakit mental kelas ketiga tidak terus menghantui pegawai-pegawai kerajaan yang sepatutnya memberi perkhidmatan yang terbaik sementelah dengan kenaikan gaji baru-baru ini. Jika JKR perlu diswastakan demi menjamin kualiti kerja, saya menyokong seratus peratus agar duit rakyat tidak dibazirkan dengan hasil kerja yang teruk. Terima kasih di atas keprihatinan YAB. Semoga Malaysia terus aman dan makmur .