Mitsubishi Lancer Evolution X

The Lancer Evolution of the 21st century is now in Tokyo showrooms, having been officially launched in Japan this morning. Continuing with the numbering system, this all-new generation is badged Lancer Evolution X to signify it as the tenth generation of a model line that became legendary in world rallying.

The development goal for the new Evo X was to make the car as fast as possible while also making it as safe to drive as possible. To that end, the engineers loaded it with the very latest in automotive engineering technology such as the S-AWC (Super All Wheel Control) vehicle dynamics control system and the newly-developed, power-efficient Twin Clutch SST (Sport Shift Transmission).?

Like Evo generations before, the appearance is shared with the latest Lancer, particularly the front end design which is to be common to all new Mitsubishi sedans (inverted-slant nose with a trapezoidal grille design said to have been inspired by jet fighter intakes). Molded around the inverted-slant nose and trapezoidal grille, the aggressive and powerful front fascia features larger air intake openings and new ducting for efficient engine cooling and aerodynamics.

The bonnet air outlet and fender vents effectively exhaust heat from the engine compartment. Together with the bonnet airscoop that supplies cooling air to the turbocharger, these elements also accentuate the car?s looks. There is also an oversized rear spoiler which uses a twisted-section wing panel with different attack angles at its ends and in the centre portion to match the airflow over the body surface.

A large undercover rectifies underbody airflow for better aerodynamics and also improves drivetrain cooling. The underside of the rear bumper employs a diffuser design that helps to exhaust the underbody airflow more effectively and also adds a distinguishing touch to the rear view.

The new lightweight 2.0-litre DOHC MIVEC turbocharged all-aluminium 4-cylinder engine (4B11) has a high-performance turbocharger. Developing more power (206 kW/280 bhp) over the full rev range, this engine generates more torque than before – 422 Nm/3500 rpm – and has better response than its 4G63 predecessor.

The application of continuously variable valve timing technology (MIVEC) to both intake and exhaust camshafts realizes valve timing optimally matched to engine speed and load to stabilize combustion characteristics and allow the engine to develop more power over the full rev range. It also improves emissions performance. The new Evo X earns a 3-star rating for emissions that are 50% under the Japanese 2005 Emissions Standards levels.

The new engine, excluding auxiliary equipment, is 12 kgs lighter than the 4G63, thanks to the use of a die-cast aluminium cylinder block, head cover and chain case. Using a titanium-aluminium alloy turbine wheel and aluminium alloy compressor wheel, the turbocharger features a shape-optimized compressor wheel that improves boost response and increases low-end and mid-range torque.

The adoption of a rearward facing exhaust manifold layout has, as well as improving exhaust efficiency, allowed the engine to be mounted lower, lowering the centre of gravity. Other innovations have reduced intake/exhaust system losses and valvetrain friction, contributing to improved engine performance.

Power delivery to four wheels can be via the new Twin Clutch SST 6-speed automated manual transmission that eliminates the need for a clutch pedal and provides slick, smooth shifting or a new 5-speed manual transmission. The Twin Clutch SST employs dual clutches to realize power transmission efficiencies on par with a normal manual gearbox while also allowing slick and swift shifting. Allowing drivers of all abilities to shift rapidly up and down through the gears, this transmission is claimed to deliver satisfying acceleration while also returning superior fuel mileage. The new transmission also features three operating modes tailored to different situations: from around-town drivability to instant-response and follow-the-line sporty motoring on the open road.

The Twin Clutch SST puts odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts each with its own clutch and, through tight cooperative control with the engine, switches between these clutches to realize seamless and lightning-fast shifting for feel-good acceleration. Because it uses clutches rather than a torque converter to transmit power, Twin Clutch SST allows superior power transmission efficiency with little loss of motive power and returns excellent fuel economy.

For drivers who enjoy having more direct control over their machine, the GSR is available with a new 5-speed manual transmission. Benefiting from the know-how Mitsubishi Motors has accumulated in motorsports over many decades, the new gearbox features a greater torque capacity to handle the higher torque generated by the powerful new engine without growing in size. First to fourth gears use close ratios; 1st gear uses a lower ratio than previously for better standing acceleration while 5th gear uses a higher ratio for more comfortable high-speed cruising. The new transmission uses multi-cone synchronizer rings on all gears for smoother shifting and a more positive shift feel as well as for improved durability.

The Lancer Evo X has a vehicle dynamics control system called S-AWC (Super All Wheel Control) as well as Active Stability Control (ASC) which works together with the ACD, AYC and Sport ABS component systems featured in previous Lancer Evolution. S-AWC uses integrated management of these systems to exert high-precision control on drive torque and brake force at each wheel to enhance cornering and stability under all conditions from everyday driving to emergency evasion; thereby producing vehicle behavior that faithfully reflects driver intent. With ?S-AWC, the driver can choose from three operating modes ? TARMAC for dry, paved surfaces; GRAVEL for wet or unmade surfaces, and SNOW for snow covered surfaces ? allowing the driver to select the mode best suited to current road surface conditions and realize greater stability.

ACD stands for? Active Centre Differential, which uses an electronically-controlled hydraulic multi-plate clutch to optimize front/rear wheel torque split and thereby produce the best balance between traction and steering response. AYC is Active Yaw Control which has a torque transfer mechanism in the rear differential to control rear wheel torque differential for different driving conditions and so limit the yaw moment that acts on the vehicle body and thus enhance cornering performance. AYC now features yaw rate feedback control using a yaw rate sensor to more accurately determine the cornering dynamics on a real-time basis. And the addition of braking force control allows the system to realize vehicle behaviour that more closely mirrors driver intent.

The Sport ABS allows the driver to maintain directional control and keeps the vehicle stable by preventing the wheels from locking under heavy braking or when braking on slippery surfaces. The addition of yaw rate sensors and brake pressure sensors to the Sport ABS system has improved braking performance through corners.

Aluminium is used in many panels to reduce weight

Active Stability Control stabilizes vehicle attitude while maintaining optimum traction by regulating engine power and the braking force at each wheel. ASC elevates vehicle stability by suppressing skidding in an emergency evasion maneuver or as the result of other sudden steering inputs. It also improves traction under acceleration by preventing the driving wheels from spinning on slippery surfaces.

The new platform for the Lancer Evo X is said to achieve significant increases in body stiffness, with gains in torsional and flexural stiffness of 40% and 60%, respectively, over the Lancer Evo IX MR. This results in better handling stability and crashworthiness, as well as in improved ride and in reduced vibration and noise, to realize levels of quality and comfort that befit a new-generation sports sedan.

The wider track and longer wheelbase not only create a more spacious living space but also bring improved stability and ride. Other factors contributing to the new model’s improved handling include its lower centre of gravity stemming from the lower powertrain, and better front/rear weight distribution resulting from the lower engine weight, a front overhang that is 20 mm shorter than on the Lancer Evolution IX MR, and the transfer of the battery to the boot. To reduce weight and lower the centre of gravity, aluminium is used in the roof panel, front fenders and the rear spoiler frame structure.

Though similar in appearance to the MacPherson strut front/multi-link rear suspension arrangement used on previous models in the series, the Lancer Evo X has a revamped suspension layout with wider tracks and 18-inch tyres. Geometry optimization and greater stiffness in the mountings maximizes the contact patch and allows S-AWC to perform to its full potential as well as bringing improved straight line stability, cornering and ride.

The optional factory-fitted High Performance Package comprises the Bilstein single tube shock absorbers and Eibach coil springs used on Lancer Evolution IX MR. It also includes Brembo 2-piece disc brakes that give savings of 1.3 kgs at each wheel and high performance tyres with stiffer walls and better grip. This package is claimed to bring further improvements in grip, steering response, stability and cornering.

Inside the cabin, there is still the same sporty and functional environment that you would expect of a car like this. The interior design places emphasis on functional and operational elements to encourage and allow the driver to concentrate on operating his machine.?The standard seats are from Recaro with a new full bucket front seat design. They have been designed to give improved seating comfort, easier exit and entry and a less “constraining” feeling. The rear seats now feature a central armrest with handy cup holders.

The driver gets a small diameter steering wheel with genuine leather wrapping. For optimum operability the S-AWC mode selector is located on the left spoke.? There is a high-contrast instrument cluster claimed to provide excellent viewability and a Multi-information Display which tells the driver, at-a-glance, vehicle status information including Twin Clutch SST mode, and S-AWC operating mode.

At launch, there are two versions of the Lancer Evo X in the Japanese market ? the GSR and RS. The RS is intended for customers who want to buy the car for competition and comes with a reduced level of equipment and therefore lower weight and it only comes with a manual transmission and no S-AWC. The price of this version is around 15% cheaper than the GSR with manual transmission which costs almost 3.5 million yen (about RM103,115). With the Twin Clutch SST, the price is about 7% more. Incidentally, unlike the Nissan GT-R which has a big engine and could qualify for duty-free import in 2010 under the Malaysia-Japan Free Trade Agreement (FTA), the new Lancer Evo X won?t qualify because its engine is 2.0-litres so it would be quite strange if the Mitsubishi ends up costing almost the same as the Nissan!

Mitsubishi Motors expects to sell 4,000 units a year in Japan, which should be easy enough, and it?s a sure bet some will turn up in Malaysia eventually. Mitsubishi Motors Malaysia brought in the Lancer Evo IX so we can presume it will also bring in the next generation in due course.