First Drive: 2008 Mitsubishi Lancer Evolution X
Deus X Machina: Chock full of electronic gizmos, the 10th-generation Mitsubishi Lancer Evolution still manages to deliver a religious experience
By Edward Loh
The string of bright orange cones up ahead signals a fast-approaching uphill right-hander that terminates with a bit of uneven pavement. No paddle shifters needed; a tap of the brakes elicits a throttle-blipped downshift as I turn the wheel and round the corner, tires singing and bobbing, but somehow tracking straight. Up next is a fast left-right-left; the last tricky decreasing radius turn that's been frustrating all morning.
Once again I find myself too fast, out of shape, and on the wrong line, my front tires howling as they understeer toward potential disaster. But in the split second between realization and frantic corrective action, a faint push at the outside rear wheel silences the howl, and we tuck back in line as the corner exit magically appears. Now I'm positive there are ghosts in this machine, computer-driven spirits that whisper quickly and quietly to each other before conjuring up just this sort of electromechanical wizardry.
For the sake of simplicity, the all-new 2008 Lancer Evolution's Super All-Wheel Control (S-AWC) system should be regarded as the creation of a divine being, for who among us can question the intent of a devilishly complicated system that utilizes multiple clutches and limited-slip differentials, well over a dozen varied sensors, and four-acronym-driven subsystems: Active Center Differential (ACD), Active Yaw Control (AYC), Active Stability Control (ASC), and Sport-Antilock Braking System (S-ABS)? I certainly cannot; even after sitting through a detailed Powerpoint presentation, complete with colored animation, I can barely explain how it works.
But here goes: S-AWC is essentially a complex torque-distribution system composed of electronically controlled hydraulic clutches and mechanical differentials that split torque from front-to-rear (via ACD) and side to side (via AYC for the rear wheels and a helical differential for the fronts). To further control vehicle behavior, S-AWC employs a stability- and traction-control system that regulates engine power (ASC) and braking force (ASC and S-ABS) at each wheel. Using data collected by numerous sensors, including but not limited to steering angle, throttle position, individual wheel speed, brake pressure at each wheel, as well as longitudinal and lateral acceleration, the S-AWC system's computerized controller determines the best way to assist the driver and coordinates efforts via a separate closed area network (CAN). There's a lot more to it than that, but I haven't even mentioned the fancy transmission yet.
Found only on 2008 Lancer Evolution MRs, Mitsubishi's all new six-speed Twin-Clutch Sportronic Shift Transmission (TC-SST) is eerily similar to the VW/Audi's DSG/S-tronic dual clutch system-essentially a manual transmission that can select two gears at a time. One gear is engaged by one of two wet multiplate clutches, while the next is preselected, awaiting engagement by the second clutch. Swapping between clutches changes gears, which can be done with nearly no lag: Only a fraction of a second is needed for blipping the e-throttle to sync engine and transmission speeds.
TC-SST is a true manual, with gear changes possible via the console-mounted shifter, or magnesium paddle shifters. Normal and Sport modes are available as well: Normal does a spot-on impression of a gas-sipping auto while Sport is suitable for situations when higher shift points, quick gear changes, and engine braking are desired. Manual and automatic shifts in Normal and Sport mode are exactly as you'd expect: comfortably slow in the former, suitably brisk in the latter-though perhaps a hair slower than the S-mode of VW/Audi's dual clutch system.Toggling between the two modes is easily achieved by a switch on the console and can be done at any time.
But there's a third mode called Super-Sport, and it requires stopping and holding the drive mode switch back for three seconds-just enough time for thoughtful introspection and a short prayer that Mitsubishi leave it alone (the TC-SST-equipped Evo MR I drove was a 95-percent-complete prototype). Why? Because this mode is so nasty good it's the one you'll want for track days or simply scaring the bejesus out of the in-laws. Whether manual tabbed or left in auto, S-sport gear changes are brutally quick with the kind of shift violence seen only in Italian exotics. Revs can be held deep in every gear and if you back off before the upshift, you're rewarded with a kick in the rear and a sonorous transmission whine. For those who've never caned a high-performance manual, S-Sport will be a neck-snapping, eye-opening experience.
Clearly S-AWC and TC-SST are the buzz of the new Evo, but Mitsubishi should be lauded for not forgetting about its core, and I mean hard-core, fan base. Evo-heads nationwide should rejoice over the GSR's all-new, heavy-duty five-speed manual. Even though TC-SST shifts quicker and is more liveable in everyday circumstances, tuning a complicated dual-clutch transmission presents major headaches.
In fact, with a stout five-speed in play, the Evo's limiting factor may be the new 4B11 T/C engine. Though it's of the same general design (intercooled, turbocharged, two liters) the engine is significantly different from the legendary 4G63 it replaces. The 4B11 T/C's semi-closed block is cast from aluminum rather than iron, which reduces overall engine weight by 27.5 pounds, despite the addition of an all-aluminum head with MIVEC variable valve timing on the intake and exhaust cams.
The new engine makes more power, too, an estimated 295 horses at 6500 rpm and 300 pound-feet at 4400, though truth be told, the old Evo is probably a hair faster. The TC-SST prototype we drove limits output at launch, making the five-speed the one to have for drag racing (but even that's held back by a 5500-rpm limiter in first to preserve the transmission. Despite the use of aluminum for the hood, roof, front fenders, and front bumper beam, the new Evo is about 100 pounds heavier than the old one.
You don't feel this weight around the corners, though, which is a credit to Evo's stiff chassis and excellent suspension. Based on the recently released Lancer platform that Mitsubishi claims exhibits over 50-percent-greater torsional and bending rigidity, the 2008 Evo has additional reinforcements to the front-suspension cross member and rear unit body. Suspension geometry is revised as well, though the new Evo retains the same basic front MacPherson struts with inverted dampers and rear multilink layout. And, like the previous Evo, many key suspension pieces, including upper and trailing arms, are forged from aluminum for unsprung weight savings.
When the Evo goes on sale in January of next year, U.S. buyers will get the choice of two Evolutions, GSR and MR. Key differences in the MR, aside from the TC-SST, include Bilstein dampers, Eibach coil springs, and 8.5x18-inch BBS forged alloys. GSRs get 8.0x18 cast-alloy Enkeis, while the wheels come shod in 245/40 series asymmetric Advan tires. Both versions also use Brembo brakes-piston in the front and two-piston in the rear-although the MR gets lighter-weight two-piece front brake rotors.
Whichever one they choose, Evo buyers will get a car that's only marginally larger than the one it replaces. While the wheelbase has grown by an inch to 104.3 inches, overall length is reduced by only 1.5 inches to 177.0. Overall width has increased by 1.6 inches to 71.3, and front and rear track are now 60.8 inches, an increase of 1.2 inches.
Source : www.motortrend.com
